2006 Suspension Guide

The 1913 "Little Six" (marketed along side the Chevrolet Six by the Republic Motor Company) is a perfect example of early suspension technology. Up front was the state-of-the-art (for the time) semi-elliptic front spring setup and in the rear a kind of unique design called 3/4-platform suspension. As you can see, the 3/4 platform design used a front-hinged frame to support the rearend with a transverse leaf attached at one end (making up the third quarter) to provide flexibility.

From what I understand, back in mid-1904 the experiences of a young man named William Brush helped to initiate advances in automobile suspension systems that led them well on their way to becoming what they are today. His discovery, or rather its prelude, was the result of a mishap while hot roddin' in his brother's car. Brush was rolling along way too fast for the inadequate unpaved roads of the day and hit a turn at around 30 mph.

Midway through the turn the right front wheel skidded off the road into a rut and immediately began to shudder violently. The undulations of the jolted right front elliptic leaf spring sent shock waves across the solid I-beam axle causing the entire frontend of the car to shake furiously. Brush was unprepared for the situation and lost control, crashing through a fence and flipping over in a cow pasture.

Later that day, the youngster admitted what had happened to his older brother, Alanson, who was rightfully pissed off. Luckily for him Alanson was in the process of planning improvements to his creation, a car dubbed the "Brush Two-Seat Runabout," which finally hit the market in 1906. It featured a revolutionary (for the time) suspension system that incorporated two innovations which, up to this point, had never been used together--front coil springs and shock absorbers--all mounted to a flexible hardwood axle.

3/116

This is a production version of a Brush Runabout similar to the one mentioned earlier (though this is a four-seater).

Back then, some European carmakers had already been experimenting with coil springs, with Gottlieb Daimler in Germany being the leading advocate. However, most manufacturers stuck with leaf springs; they were less costly, and by simply adding or removing leaves or changing the shape from full elliptic to three-quarter or half elliptic, the spring could be made to support varying weights.

Leaf springs in one form or another have been used since the Romans suspended a two-wheeled cart on pliable wooden poles. The first steel spring put on a vehicle was a single flat plate installed on carriages by the French in the 18th century. Leaf springs as we know them today were invented by Obadiah Elliot back in London around 1804. He simply piled one steel plate on top of another, pinned them together and shackled each end to a carriage, which worked pretty well.

4/116

Here is a shot of yet another Brush. In this shot you can see both the wooden front axle and the pair of coil springs, this was high-tech handling technology back in the early 1900s.

Henry Ford's 1908 Model T Ford featured leaf springs with a novel twist, using only one spring at each axle, mounted transversely, instead of one at each wheel. Ford's adaptation of high-strength vanadium steel from a French racing car allowed him to save weight and cut costs in many areas of the Model T without compromising its durability.

The coil spring ain't no spring chicken, either. In fact, the first patent for such a spring (British Patent No. 792) was issued to a guy by the name of Tredwell in 1763. The main advantage of coil springs was that they did not have to be spread apart and lubricated at regular intervals to keep them from squeaking, as leaf springs did.

With the exception of a car here and there, independent coil spring front suspension remained in limbo for 25 years after the introduction of the aforementioned Brush Runabout. Then suddenly in 1934, GM, among others reintroduced coil spring front suspension, this time with each wheel sprung independently. In that year, most cars started using hydraulic shock absorbers and low-pressure tires, as well. The combination of solid front axles, shocks and balloon tires really aggravated frontend shimmy but the new practice of suspending each wheel individually lessened the effects of spring bounce. Soon after WW II, nearly all manufacturers switched to coil springs for the front wheels.

5/116

This is a zoomed in image of the 3/4 platform setup from the lead image. You can see how the parallel portions support the rearend housing pivoting on what look to be traditional front leaf-type mounts and the rear portion tied together with a multi-leaf spring

Buick became the first U.S. manufacturer to use rear coils back in '38. Manufacturers have vacillated between leaf and coil springs since then and it's been kind of a rule-of-thumb that large, heavy cars are equipped with leaf springs, while small light cars use coil springs.

Fast forwarding to the present day we see IFS as the norm and IRS as a bit more exotic. The musclecars we all know and love for the most part have received upgrades above and beyond what was offered as original equipment and through the balance of this issue we'll hopefully offer you some useful insight into both the theory and the availability of the systems and products that make your super Chevy a joy to drive.

Street Challenge Suspension Systems

6/116

Every year Air Ride Technologies hosts an annual event aptly named "The Street Challenge". This event was targeted to educate our dealers and the motorsports media about the hardcore performance benefits of a properly designed and tuned air suspension system. Now that the real world performance benefits of an air suspension have been exposed there has been intense customer interest in the specific equipment used at that event. In response to that interest Air Ride Technologies has put these top-notch components together into one complete suspension system appropriately named the "Street Challenge Package". These elite packages represent the finest air suspension equipment that is currently available for these vehicles including StrongArms, AirBars, Double adjustable Shockwaves, and Musclebar swaybars.

Street Challenge systems are intended for the serious hard-core performance enthusiasts who want a suspension system that is designed for their specific car and who will tolerate no compromise in either handling performance or ride quality. For more information about the Street Challenge packages for YOUR car, you can reach Air Ride Technologies by calling 812-482-2932 or visit them online at www.ridetech.com.

SUSPENSIONWhat is it and how does it work?

7/116

Though equipped with IFS from the factory the stock suspension and steering in our beloved muscle cars normally leaves much to be desired. The aftermarket has come to the rescue with a plethora of bolt-in components and complete replacement assemblies that help us put real performance in our performance cars.

Not counting tires, your suspension is about the only thing that separates you and your vehicle from the road. No matter how smooth you think a road is, it's a pretty darn rough place to propel over a ton of metal at high speed. We rely upon our vehicles suspension to cushion both our cars and ourselves from the road, or track, whichever the case may be. Suspension also serves to help transmit horsepower to the ground, letting us take full advantage of our performance drive trains. In it's most basic form, suspension consists of a few basic components like springs, shocks, and anti-roll (sometimes called sway) bars.

SpringsIn our niche springs come in three types: coil springs, torsion bars, and leaf springs. Coil springs are what most people are familiar with, and are actually coiled torsion bars. Leaf springs are what you would find on most domestic cars up to about 1985 (and almost all heavy-duty vehicles). Leaf springs are strips of spring steel stacked and connected to the axle. The strips are called leaves, hence the name. The torsion bar is a bizarre little contraption which gives coiled-spring-like performance based on the twisting properties of a steel bar, something not seen very often in our hobby (except on some early '60s Chevy pickups). And coil springs are just what their name implies - springs made from a round bar of steel twisted in an upward spiral shape.

8/116

Out back we've really got a bunch of suspension options at our disposal. No longer are we relegated to using standard coils or leaf springs and adding traction aids we now have options such as the popular four-bar design.

ShocksActually, the name shock absorber is a bit of a misnomer. The correct description should actually be dampers as they actually dampen the vertical motion induced by driving your car along an uneven surface. If your car only had springs, it would bounce along the road like a pogo stick. Shocks perform two basic functions. They absorb any larger-than-average bumps in the road so that the shock isn't transmitted to the car chassis, and they dampen the rebounding action of the springs. Being velocity-sensitive devices the faster they move, the more resistance there is to that movement. They work in conjunction with the springs. The spring allows movement of the wheel to allow the energy in the road shock to be transformed into kinetic energy of the un-sprung mass, whereupon it is dissipated by the shock absorber.In the performance end of automobile suspension we're beginning to see a surge in the use of coilover shocks. Coilovers consist, as the name implies, of a shock and a coil spring together as one assembly. Most offer adjustable spring plates that can be adjusted to make the springs stiffer and looser, and adjustable damping valves used to adjust the compression damping of the shock absorber.

9/116

Another rear suspension option we can entertain is the tried and true ladder bar setup.

Coilover's are a basic component of many performance suspension systems we're adapting to our muscle cars these days. Most all aftermarket frames and frame stubs (both front and rear) make use of coilover shocks, be they used for IFS, IRS, ladder bar systems, four-link systems, and/or four-bar systems. This is mainly because standard coil springs (though they are available with either fixed constant rates or with variable rates) cannot be adjusted for varying loads as most performance coilover units can. Spring selection on independent suspensions, at first glance, seems to be a daunting task. But, in reality, it is just a matter taking some measurements and plugging them into a basic formula.

* Motion ratio at the tire is (A/B)2.* Measure the distance from the pivot point of the a-arm to the center of the mounting point of the shock and spring combination (A). .* Measure the distance from the pivot point of the a-arm to the center of the tire tread (B).* For example if A=14 and B=18. Apply these dimensions to the formula as follows: (A/B)2 = (14/18)2 = .61.* .61 is the motion ratio percentage at the centerline of the wheel and tire combination. .* Divide the .61 into the weight at the wheel to determine the amount that the spring is holding up at that location, and select the corresponding spring.

10/116

For those that plan on campaigning their cars on the strip as well as running 'em on the street the four-link setup provides much more in the way of adjustability than its counterpart the four-bar system.

Air Ride SuspensionAir ride, as its name implies, is a suspension system that uses air rather than metal springs to support the vehicle and control ride motions. Air springing results in a smoother ride, because the natural frequency of vibration of an air spring does not vary with loading as it does with metal springs. Air springs can be made very soft for the lightly loaded condition and the pressure automatically increased to match any increase in load, thus maintaining constant ride and handling quality. An airbag/air spring is constructed of rubber and a high strength fabric. Numerous styles, sizes, and capacity ratings are available, and their load capacity and ride height are varied by air pressure.

Sway BarsA sway bar (also called an anti-sway bar or anti-roll bar) is an automobile suspension device that connects opposite (left/right) wheels together and acts as a torsion spring to couple the vertical motion of the wheels on one end of the car more, and to reduce body roll in corners. When the body begins to roll, it acts on the sway bar to transfer some of the excess weight from the outside wheel to the inside one. The effect of these motions is reduced body lean and improved traction in corners. Increasing the stiffness (usually by increasing the thickness, but occasionally shifting the mounting points to provide a different degree of leverage) of the bar on one end of the car tends to increase the amount of traction of the other end during turns. Any time you alter a vehicle's ride height you change its center of gravity, and a good suggestion to compensate for the handling change is to upgrade the anti-sway bars. As a good general rule, any time you add an anti-sway bar or upgrade an existing bar you will receive a noticeable improvement in the way your vehicle handles.

Front Suspension

11/116

A Chassisworks frame will remove up to 300 pounds of excess weight from your car or truck. Since these unique designs use a straight front crossmember, the hub width is infinitely adjustable. Now you can position your wheels at whatever width you need (minimum of 50") to maintain the correct track for your vehicle. Our exclusive adjustable upper mounts allow 3"of ride-height adjustment. These frames use Mustang II or Chassisworks fabricated spindles and our Mustang II upper and lower A-arms (available in silver-powder-coat; chrome; or plain finish) and lightweight Pinto racks. We package these components unassembled, for lower freight charges. They do not require a jig to install. Excellent instructions and assembly drawings are provided. To make at-home installation even simpler, we also offer an easy-to-use assembly fixture (Number 6706). Three frame styles are available. The 1-5/8"x.134 and 3x2x.083" frames must be tied to the roll cage with forward struts. Our rectangular frames were designed for use in street rods and Pro Street machines that do not allow forward struts to tie into the roll cage. These heavy-duty, 3x2x.120"-wall models include a 3x2" front crossmember and Mustang II rack and pinion (which is stronger than Pinto steering). Three ride heights (3-1/2; 4-1/2; & 6") are available. Chris Alston Chassis Works, 8661 Younger Creek Dr., Dept. SC, Sacramento, CA 95828, 916-388-0288, www.cachassisworks.com.

CPP's New Tubular Control Arms

12/116

Classic Performance Products' Tubular Control Arm set is designed to add 5* of caster while providing full wheel travel and minimal friction possible. They are made from 1-1/4" .120" wall D.O.M. tubing and the pivot barrels are thick 1-1/2" .188" wall D.O.M. tubing to eliminate distortion from welding and hard use.

The bushings are made from self lubricating non-squeak patented plastic that will out last any rubber or urethane, and works at temperatures in excess of 400oF. The billet 4140-alloy steel cross shafts and sleeves are zinc plated for lasting performance. The sleeves have an interlocking design that prevents the hardware from ever working loose. The pivots carry both forward and back loads (the original cross shaft pivot was designed to only carry a forward or back load, but not both).

The control arm assemblies are a simple bolt-in installation with no modification required. They work with all factory and replacement power steering systems, and with or without O.E. bump stops.

Classic Performance Products, Inc. has been providing the classic Chevy and Ford truck, as well as Chevy passenger car market with top quality steering, brake and suspension components for the last two decades. Call and order a catalog today, featuring our complete line of parts and accessories. Classic Performance Products, 175 E. Freedom Ave., Dept. SC, Anaheim, CA 92801, 714-522-2000, www.classicperform.com

These new arms are shipped complete With the steering stops and the lower ball joints ready for you to install on your car.All you need to do is to follow theInstallation instructions. It's really that easy!

Features of the arms include a sturdy tubular design with gussets and cross brace, Delrin bushings with steel housings and crush tubes and a durable baked on black powder coated finish.

The improved geometry features include additional positive caster and a dropped spring pocket as compared to the stock arms. These lower arms are available with either a conventional lower Coil pocket or a double shear mount for DSE's coilover kit.

These arms will not only improve your handling, but they're going to improve Your look as well!

Hot rodded muscle cars are hotter than ever, but the demands of modern traffic have made their chassis shortcomings all too apparent. The sad truth is that most modern family cars can out handle and brake our beloved '67-'69 Camaros, '68-'74 Nova, and '64-'72 Chevelles, but easy bolt on help is available! Fatman's new G-Force spindle provides a 2" drop for a lower center of gravity, and has the upper ball joint raised 2" to obtain the improved camber curve necessary properly plant those wide, sticky modern radial tires. A 20% improvement in skid pad numbers has been observed. The steering arm position has been optimized to eliminate bumpsteer. Any disc brake system that fits the stock spindle will fit these new ones, so the sky and your wallet are the only limits to improved braking. The G-Force dropped spindle will align properly with either stock stamped control arms, or Fatman's tubular arms, in either stock width or narrowed versions. Upgraded shocks, springs and sway bars are also available to further the improvements. A couple hours work will transform the handling of your muscle car-it can handle as good as it looks! For more info, contact the Fatguys at 8621-C Fairview Rd, Hwy 218, Charlotte, NC, 28227-7619. (704) 545-0369 or www.fatmanfab.com

Shock Tower Brace

15/116

The GMS shock tower brace is the ideal upgrade for your high-performance F-Body. They clear both factory stock and aftermarket hoods, they improve handling and steering response and reduce the squeaks and rattles common to T-top equipped cars and convertibles. The braces are mandrel bent tubular steel construction with precision welds and a durable powder coated finish. They include all necessary hardware, and install in approximately an hour using basic hand tools. Plus, they work great with GMS sub-frame connectors! P/N 500005-LS1 Fits all '98-'02 LS1 F-Body, P/N 500005 Fits all 93-'97 Granatelli Motor Sports, Inc.,1000 Yarnell Pl., Dept.SC, Oxnard, CA 93033, 805-486-6644, www.GranatelliMotorSports.com.

'67-'81 Chevy Camaro Control Arms

16/116

Heidt's Hot Rod Shop has been making tubular control arms since the beginning of time, almost. Their latest offering is for the `67 to `69 and `70 to `81 Camaro. These standard width and NARROWED tubular upper and lower arms are state of the art in both design and fabrication. Uppers are 1-1/4" dia. tube, and the lowers are a full 1-1/2" dia. tube. Narrowed arms are a must if you want to run some beefy front meats for the pro tour circuit, and Heidt's has them. They are narrowed 1" per side, pulling the tires in to give plenty of fender clearance. They all come power coated and are supplied with ball joints. High performance urethane bushings are standard, to tighten up the suspension and allow no deflection under cornering loads for absolutely solid, positive handling. Upper arms include offset cross shafts for ease of alignment and permit you to experiment with caster settings that will allow better straight line tracking as well as better feel in the corners. All arms are completely assembled. Two different lower arms are offered for either stock springs and shocks or coil-over shock design. These are full bolt-on arms, requiring no modifications to the frame. Heidt's also offers a full line of QA1 fully adjustable billet aluminum coil-overs with an assortment of springs.Prices: Upper Arms $399 Lower Arms $579

So you installed a GM subframe in your Custom Rod, and now you find out it's too wide! Fatman has been building narrowed arms for 15 years that are designed to solve that problem. These slick looking parts come with new bushings and ball joints fitted for easy installation. A molded urethane lower spring mount provides a cushion for NVH (noise, vibration, and harshness) suppression and easy removal for conversion to coilover or Airride. A complete line of dropped spindles are also available to allow an easy 2" drop if you wish, now that the tires are under the fenders. Get them at Fatman Fabrications, Hwy 218, 8621-C Fairview Rd, Charlotte, NC 27227-7619 (704)545-0369 www.fatmanfab.com

Strong Arms

19/116

Looking for serious bolt-on hardcore performance? Are you searching for that special something that is going to give your car the" shoebox attitude"? In our world, the cool factor is not determined by the settings of your air conditioner but is defined by attitude and how the car performs. Air Ride Technologies makes performance the premier design criteria and has shifted their StrongArm tubular control arm & Shockwave program into high gear! New for the 55-57 Chevy's...Air Ride Technologies introduces the SKW1019-LUCA front suspension kit and adds it to their existing arsenal of high performance front suspension systems. The SKW1019-LUCA StrongArm and Shockwave combo is a direct bolt in replacement of the original coil springs, shock absorber and upper and lower control arms. The StrongArm tubular control arms are built using CNC bent .219" wall DOM tubing and laser cut bracketry to ensure lasting strength and reliability. Each individual arm is jig assembled and welded by a certified Air Ride Technologies craftsman. The StrongArms have been engineered to optimize suspension geometry, balljoint angles, and wheel alignment at your new lowered ride height. The proven reliability of the patented ShockWave O ring sealing technology and the new 16 position adjustable valving lets you fine tune your car for racetrack precision, comfortable cruising, or anywhere in between.... For more information regarding this kit or any other Air Ride Technologies or Strong Arm application you can call the folks at 812-482-2932 or visit them online at www.ridetech.com.

Tubular A-Arm Front Suspension

20/116

Chassis Engineering has re-designed their popular a-arm front suspension for greater travel, accessibility and strength. This re-design has taken in consideration the total weight and strength along with function. Engineered for a variety of applications, this new a-arm front end addresses many possibilities.

Chassis Engineering's new a-arm design utilizes rod end mounted tubular upper and lower a-arms for reduced weight, more responsive movement and adjustability. Aluminum adjustable coil overs with 4 inches of travel were selected for a variety of valving changes, spring options and greater overall travel than other comparative front ends. Mandrel bent 2"x3"x.120 wall square tube frame rails are used for added strength and yet remain lightweight. Mustang II spindles are utilized for their superior design and function. By utilizing this spindle design, brake options are almost limitless, from vented pro street brakes to super lightweight 2-piston, race only, calipers. A manual pinto rack and pinion is called upon for its lightweight, durability and variety of widths available. This rack is the most popular design used in high performance applications. Another advantage of this re-design is the drop out rack k-member. This allows the hardcore motor head the ability to drop the oil pan for inspection without having to pull the motor out of the frame rails. Chassis Engineering designed this system with the pro chassis builder and skilled do-it-yourselfer in mind. Available in frame widths 49-1/2 to 58-1/2 inches the rack k-member, k-member mounts, shock mounts and a-arm mounts are pre-welded.

Now you can have a SUPERIDE IITM SUBFRAME for your `62-`67 Chevy Nova from Heidt's Hot Rod Shop. This is a fully bolt-on suspension subframe with complete suspension components. It just bolts right on to the firewall in place of the original subframe with no welding, just as their highly successful original subframe using the Heidt's suspension package. This one includes fully adjustable coil-over shock assemblies, with chrome springs. The billet aluminum coil-overs are offered in both plain and polished finish and are fully adjustable in dampening and spring rate selection. This subframe also includes many other standard features such as tubular control arms, 11" disc brakes, manual rack & pinion steering, motor mount stands welded in place and firewall tubes with shims. The list of options is the largest in the industry. Some other options available are power steering, narrowed control arms (for those wide hides), and adjustable firewall tubes which do not use shims. And for those who have to have the most of everything, Heidt's also offers 13" 6 piston monster brakes and is available with black or polished calipers. Other options include polished stainless steel control arms, polished 4 piston calipers for the 11" brakes, polished billet hubs, dropped spindles, sway bar, and inner fender panels.

Air Ride Technologies is constantly expanding the massively popular AirBar(R) bolt-on four link systems and the StrongArm(R) tubular control arm kits which, now even covers the 55-57 Chevrolet. The rear AirBar(R) is a direct bolt-in replacement of the original leaf springs and requires no custom fabrication to install. The StrongArm(R) tubular front control arm kits are also a direct bolt-on replacement and like the AirBar(R), requires no custom fabrication to install. The StrongArm(R) and AirBar(R) kits will dramatically improve the handling and ride quality of your 55-57 Chevy. Plus they are available for other popular applications like the 64-70 Mustang, 67-69 Camaro, 63-67 Nova and the 60-64 Galaxie. For more information, go to www.ridetech.com or call 812-482-2932.

TRIANGULATED 4-BAR REAR CLIPS FROM ART MORRISON

23/116

A triangulated 4-bar rear suspension offers performance enthusiasts an efficient means to obtain both great handling and outstanding acceleration. Now, Art Morrison Enterprises makes it easy for most anyone to adapt this technology to their ride by means of easy-to-install rear clip assemblies. Each Morrison clip is CAD-engineered to the exact application, assuring a correct fit and desired ride height. The subframe itself is made of precision mandrel-bent 2" x 4" rectangular tubing and fixture-welded to assure perfect alignment of all suspension components. The bars, which feature Morrison's own polyurethane-bushed stainless steel rod ends, control both axle "wrap" under acceleration and lateral stability. A 9" Ford rear end and Strange coil-over shocks complete the package. Call to find out about an AME clip for your particular year/make/model vehicle. ART MORRISON ENTERPRISES, 5301 8th Street E., Dept. SC, Fife, WA 98424, 800-929-7188, www.artmorrison.com.

Our popular Pro Street 4-link uses the same bracket geometry as our Battle Cruiser 4-link. Instead of spherical bearing rod ends, it uses billet-steel rod ends with urethane bushing liners. In addition, one end of the link tube uses a urethane-lined weld eye, which virtually eliminates the possibility of the rod end rattling, causing the link bar to fall off. The bars are direct-thread, 1-1/4x.156" tube to accommodate the huge, 1"-shank, billet rod end. These rod ends are strong enough for blown street cars and offer plenty of flexibility for a street-driven vehicle. Pro Street 4-links are available with blue-powder-coating or chrome-finish link bars. In addition, the front brackets are available in two configurations: Number-6248 front mount attaches under the rear frame rail, and is used for rear subframes and Eliminator I chassis; Number-6270 front mount attaches to a 3x2" dropped crossmember, and is used in trucks and full-frame stock vehicles. All hardware and billet rod ends are included. The Pro Street 4-link package includes the pro street 4-link (with billet, urethane bushed rod ends), Pro Street track locater, coil-spring mounts, springs, rear shocks, shock crossmember and 3x2" front crossmember. Add $107 for chrome-plated link bars. Coil-over upgrades available. Order Pro Street Package "U"- as low as $870! Chris Alston Chassis Works, 8661 Younger Creek Dr., Dept. SC, Sacramento, CA 95828, 916-388-0288, www.cachassisworks.com.

Housing Floaters Eliminate Suspension Bind

26/116

When using ladder bars with a leaf spring rear suspension, the axle housing cannot be rigidly attached to the springs. If it were, severe binding of the rear suspension would occur because the Ladder Bar and the leaf spring both travel in separate competing arcs. By allowing the housing to rotate and glide on the leaf spring, the Floating Housing Mount eliminates the bind and allows the Ladder Bars to work the way they were designed. Competition Engineering, 80 Carter Dr., Dept. SC, Guilford, CT 06437, 203-453-5200, www.competitionengineering.com.

Mini Tub Kit

27/116

Now you can get everything that you need to add those extra wide tires to the rear of your 67-69 Firebird or 68-74 Nova with Detroit Speed and Engineering's complete Mini-Tub package. This kit is engineered for easy installation and superior function. Installation is a snap with the installation video CD that's provided.

The Mini-Tub kit includes extra wide deep tubs, a rear upper shock crossmember, rear upper shock mounts, offset shackles, heavy duty rear leaf springs, adjustable leaf spring pads, lower shock plates, four heavy duty u bolts, and the detailed installation video CD.The leaf springs in this kit are American made with specifications that must meet DES'sExacting specifications. These springs are tested for spring rate and matched to ensure a level stance. The offset shackles have heavy duty side bars that will eliminate any unwanted flex.

Every component in this kit has been designed to exacting standards and checked for installation to ensure you of a perfect fit and a trouble free installation. For those who want to drop the rear end Mini-Tub kits are available in either a 2" or 3" drop configuration. For additional information visit Detroit Speed's website. www.detroitspeed.com 704-662-3272

Adjustable Panhard Rod

28/116

The GMS adjustable Panhard rod is a direct OEM replacement that eliminates wheel hop and reduces chassis flex. The rod uses adjustable Heim joints for centering and aligning the rearend which is required when lowering springs are used. The units are manufactured using heavy-duty steel tubing with precision welds and are coated with an extremely durable powder coating. They install easily using common hand tools (reusing the factory hardware) and P/N 500001-A fits all '93-'02 F-body cars. For more info contact, Granatelli Motor Sports, 1000 Yarnell Pl., Dept. SC, Oxnard, CA 93033, 805-486-6644, www.GranatelliMotorSports.com

NOVA Rear 4-Link Kit

29/116

Heidt's Hot Rod Shop now has available a completely new HIGH PERFORMANCE REAR 4-LINK SUBFRAME for the `62-`67 Nova. Only Fully welded, one piece subframe connectors can stiffen the body, and new tunable rear 4-links provide best traction. Panhard bar insures full street drivability. Bolt-in and Weld-in kits are both available. Both kits have fully welded one piece subframe connectors. Kit also includes top crossmember, panhard bar, coil-overs, and 4-links with axle brackets. Options include polished stainless 4-links and panhard bar, chrome coil-overs with chrome springs, and adjustable trans mount. Axle housing with brackets installed or complete axle assembly also available. Bolt-in units are recommended for street use and occasional performance use, however the weld-in unit is recommended for high horsepower applications and all out racing. Heidt's Hot Rod Shop, 111 Kerry Ln., Dept. SC, Wauconda, IL 60084, 847-487-0150. www.heidts.com.

Hotchkis Performance, the leader in Performance Suspension Technology, announces the addition of the TVS (Total Vehicle Suspension) kit for the 1964-1972 "A" body and 1978-1988 "A/G" body to its product line.

News Flash! As we go to print, our new Double Adjustable upper control arms are included in each "A" body TVS kit!

What is the TVS concept? Provide, in one kit, engineered suspension components that harness the high horsepower of today's modern engines for better handling, launches and acceleration.

Your Chevelle, Monte Carlo, or El Camino will exhibit increased stability and maneuverability, plus better ride quality on the street or during club outings or Cruise-Ins.

The obvious Hotchkis Performance advantage is improved handling for your Classic performance vehicle. The high quality and ease of maintenance of our products give you the additional advantage of product longevity. For your convenience, all of our kits include all necessary Grade 8 installation hardware and complete instructions. This ensures our products live up to what performance magazine articles have described about Hotchkis Performance suspension: "Install on Saturday, drive on Sunday!"Order an "A" or "A/G" Body TVS kit today - embarrass the competition and impress your friends with the handling improvement in your GM muscle car. Hotchkis Performance, 12035 Burke Street, Suite 13, Dept SC, Santa Fe Springs, CA 90670, 888-735-6430, www.hotchkis.net.

The S & W Race Cars fully-welded Chevy S-10 rear frame kit is designed specifically for the do-it-yourselfer. Each frame is completely jig-welded to assure straightness and proper alignment of suspension mounting points. Each frame is constructed of heavy duty .120" wall rectangular tubing and is designed to fit under the stock bed floor and retain all stock bed mounting locations. Each frame comes with front ladder bar or 4-link mounts, upper shock crossmember and panhard bar mount fully installed. Also included with every frame is an inner wheel tub widening kit. Installation of this frame package will allow use of 31x18.5 Hoosier street radial tires. The standard package includes our S&W Pro/Series shock & spring kit which is designed specifically for Pro/Street or the ET bracket racer on a limited budget. This kit features standard non-adjustable shocks, PVC coated coil springs (custom matched to your application) and adjustable lower mounts with 7-1/2" of ride height adjustment and all necessary mounting hardware. Externally adjustable Strange Engineering or QA-1 coil over shocks are also available for the trucker or racer desiring the maximum in adjustability. Ladder Bar $1,10900, 4-Link $119600. S&W Race Cars, 11 Mennonite Church Rd., Dept. SC, Spring City, PA 19475, 1-800-523-3353, www.swracecars.com

REAR SUSPENSION

33/116

Strange manufactures more than "just a shock"- we offer over 40 years of suspension knowledge. The Strange shock is highly responsive, consistent, and can be easily adjusted to adapt to slight changes in atmospheric conditions. Strange has taken its success of the coil-over shock market and has upped the ante for the "bolt-in" shock market. Strange "bolt-in" shocks have ten external adjustments and feature billet steel cross bars and polyurethane bushings. The ten external adjustments allow for a full range of street and track adjustments. You will not find a more responsive shock. Strange aluminum shocks work seamlessly with our extremely popular "bolt-in" Strange 60 rear end- featuring 35-spline axles. Contact Strange Engineering 847.663.1701 www.strangeengineering.net.

Bilstein BTS Performance Suspension Systems

34/116

Bilstein BTS suspension systems consist of four shocks or struts with sport level valving and coil springs with a performance directed spring rate. The BTS system provides a lower stance and firmer ride for better road handling and control. Bilstein shocks and struts feature gas pressure mono-tube design that dissipates heat more effectively than a twin tube shock for cooler, more efficient operation and longer life. They offer the largest available piston diameter for greater sensitivity and precise control. The patented digressive piston head design with deflective disc valving instantly reacts to changing road input for optimum performance. Bilstein, 14102 Stowe Dr., Dept. SC, Poway, CA 92064, 858-386-5900, www.bilstein.com.

IRS -

35/116

21st Century Street Machine's newest edition to their 1st Generation Camaro hi-performance pro-touring system is a Corvette C5 Independent Rear Suspension. Frame rails are made out of a 2x3 inch .125 wall mild steel tubing and assembled on a jig. The suspension utilizes the Corvette C5 upper and lower wishbone forged aluminum components. Customers can opt to use the entire rear Corvette C5 Transaxle or simply opt for the Corvette C5 differential. The differential has a 21st Century Street Machine's custom adaptor plate and input shaft with yoke-thus being able to utilize a standard drive shaft drivetrain. The differential allows for maintenance of the rear seat and trunk pan contours. Combine the Corvette C5 IRS system with 21st Century Street Machine's other components of their pro-touring system. These include the replacement front subframe with the Corvette C5 front suspension, the sub frame connectors, custom roll cage, and rear medium tub kit. This makes for unprecedented performance gains for Chevrolet's 1967-1969 Camaro classic.

Any concerns about accomodating your favorite drive train has already been addressed. 21st Century Street Machines provides custom stepped racing headers for the suspension systems and custom gas tanks for mechanical pump or EFI applications-The team at 21st Century Street Machines also builds turn key hi-performance customs and pro-touring cars.

When you decide to bring your 1st generation Camaro or any other ride into the 21st century, contact 21st Century Street Machines at 704-243-1566 or email us at streetmachines21@aol.com.

Wheel-E-Bars(TM) Help Control Weight Transfer

36/116

Although Ladder Bars and 4-Links provide lift to the front end by transferring weight to the rear, too much lift detracts from the forward motion and reduces overall performance. Installation of Wheel-E-Bars(TM) helps to maintain the correct amount of lift and controls weight transfer to maximize traction. Competition Engineering, 80 Carter Dr., Dept. SC, Guilford, CT 06437, 203-453-5200, www.competitionengineering.com.

Quadra Link Rear Suspension

37/116

Now you can finally say goodbye to your old substandard leaf spring suspension. Detroit Speed and Engineering has designed a new hi tech upgrade that's guaranteed to provide superior handling and a great ride. Unlike other rear suspension systems on the market, DSE's exclusive new 4- link geometry design is uncompromised to achieve the best possible handling.

The new "Swivel Link" design allows the suspension to fully articulate with a smooth solid motion and no binding, And it's achieved without heim joints that are noisy and prone to short term life.

The Quadra Link utilizes tuned high durometer rubber bushings in place of the heim joints or squeaky urethane bushings and the long upper links provide great pinion and U-joint angle control.

Hotchkis Performance, the leader in Performance Suspension Technology, announces the addition of the TVS (Total Vehicle Suspension) kit for the 1964-1972 "A" body and 1978-1988 "A/G" body to its product line.

News Flash! As we go to print, our new Double Adjustable upper control arms are included in each "A" body TVS kit!

What is the TVS concept? Provide, in one kit, engineered suspension components that harness the high horsepower of today's modern engines for better handling, launches and acceleration.

Your Chevelle, Monte Carlo, or El Camino will exhibit increased stability and maneuverability, plus better ride quality on the street or during club outings or Cruise-Ins.

The obvious Hotchkis Performance advantage is improved handling for your Classic performance vehicle. The high quality and ease of maintenance of our products give you the additional advantage of product longevity. For your convenience, all of our kits include all necessary Grade 8 installation hardware and complete instructions.

This ensures our products live up to what performance magazine articles have described about Hotchkis Performance suspension: "Install on Saturday, drive on Sunday!"Order an "A" or "A/G" Body TVS kit today - embarrass the competition and impress your friends with the handling improvement in your GM muscle car.

Restore new car performance, handling and control with brand new precision engineered Leaf Springs from Performance Suspension Technology. Mileage, corrosion, age and hard driving all contribute to eventual weakness and sagging of springs. New Leaf Springs are the perfect way to return the "brand new stance" and performance to your car or truck. Order your new Leaf Springs today! Call or write today and mention code SC101 to receive your FREE copy of our catalog. Performance Suspension Technology, Box 396, Dept. SC, Montville NJ 07045, 800-247-2288, www.p-s-t.com.

To blend comfort with performance, the Nascar-style truck arm suspension is also offered. The proven race performance and luxury ride characteristics of a truck arm suspension are sure to rid the owner of any passenger complaints about harshness and stiffness to the suspension, combining the four-link or truck arm suspension system with with our other components of the pro-touring system. These include the replacement front sub frame with the Corvette C5 front suspension, the subframe connectors, custom roll cage, and rear medium tub kit to create unprecendented performance gains for Chevrolet's 1967-1969 Camaro classic.

Any concerns about accomodating your favorite drive train has already been addressed. 21st Century Street Machines provides custom stepped racing headers for the suspension systems and custom gas tanks for mechanical pump or EFI applications-The team at 21st Century Street Machines also builds turn key hi-performance customs and pro-touring cars.

When you decide to bring your 1st generation Camaro or any other ride into the 21st century, contact 21st Century Street Machines at 704-243-1566 or email us at streetmachines21@aol.com

Competition Engineering Traction Bar Limits Axle Rotation

42/116

The bolt-on "Slapper Bar" is one of the most basic traction devices available. Originally pioneered by Bill "Grumpy" Jenkins in the mid-sixties, it gets its name from the way it works. One end of the Traction Bar replaces the stock spring pad and is clamped to the rear axle housing. The front end of the bar is suspended just below the spring eye. When the housing begins to rotate during launch, the bar also rotates until it contacts or "slaps" the spring. (Unlike other brands, Competition Engineering Traction Bars make contact directly below the front spring eye, preventing spring damage). When contact occurs, the Slapper Bar becomes a lever trying to push the axle housing down and planting the tires in the process. Competition Engineering, 80 Carter Dr., Dept. SC, Guilford, CT 06437, 203-453-5200, www.competitionengineering.com.

How Ladder Bars Work

43/116

The Ladder Bar is a more sophisticated traction device because it serves as an extremely rigid, bridge-type truss that locates the rear axle housing directly to the chassis. With the axle housing held firmly in place, the torque applied to the differential is now transferred immediately through the Ladder Bars and into the chassis. By using the Ladder Bar to carry power to the chassis, the front end reacts by rising. As the front of the car travels upward, rapid weight transfer is created which "plants" the rear tires and propels the car forward. Competition Engineering, 80 Carter Dr., Dept. SC, Guilford, CT 06437, 203-453-5200, www.competitionengineering.com.

"HORSEPOWER" FOR YOUR '67-'02 GM "F" BODY SUSPENSION

44/116

Hotchkis Performance, the leader in Performance Suspension Technology, announces the addition of the TVS (Total Vehicle Suspension) kit for the 1967-2002 "F" body to its product line.

News Flash! As we go to print, Hotchkis Performance introduced First Gen "F" body sub-frame connectors for the Coupe and convertible, plus upper and lower tubular "A" arms at this year's SEMA show!

What is the TVS concept? Provide, in one kit, engineered suspension components that harness the high horsepower of today's modern engines for better handling, launches and acceleration.

Your Camaro will exhibit increased stability and maneuverability, plus better ride quality on the street or during club outings or Cruise-Ins.

The obvious Hotchkis Performance advantage is improved handling for your Classic performance vehicle. The high quality and ease of maintenance of our products give you the additional advantage of product longevity. For your convenience, all of our kits include all necessary Grade 8 installation hardware and complete instructions.

This ensures our products live up to what performance magazine articles have described about Hotchkis Performance suspension: "Install on Saturday, drive on Sunday!"Order an "F" Body TVS kit today - embarrass the competition and impress your friends with the handling improvement in your GM muscle car.

A revolutionary, patented, completely bolt-on traction device, the Slide-A-Link(TM), designed for both street and strip use is track tested and competition proven to outperform conventional "Slapper" bars. A solid mounted front plate is installed inside the original front spring pocket and clamps to the leaf spring to provide a positive displacement for the torque that is transmitted from the rear axle through the telescoping bar and special durometer shock pad. These forces, along with improved instant center geometry, provide better weight transfer for increased traction. Free travel and pre-load adjustments are made on the vehicle by adjusting the jack screw at the rear of the bar. Competition Engineering, 80 Carter Dr., Dept. SC, Guilford, CT 06437, 203-453-5200, www.competitionengineering.com.

Super Chevy Shockwave 7000DA

46/116

These days, enthusiasts ask a lot of their vehicles. It is no longer just "the daily driver" or what you take on your "Sunday drive" through the country. Hot rods today are being built to turn respectable times at the drag strip AND hold its own on a road course. Sunday drives have turned from the leisurely jaunts through the back roads to blistering tires through the mountains. With today's technology you no longer have to build a car for every scenario you just have to build the car right!

Hardcore performance...ultimate ride quality...and a low, cool stance all in one package. The Shockwave 7000 delivers all three in one simple installation! With its slender 4" diameter, wide range of installed heights, and numerous mounting styles, the ShockWave 7000 is easily adaptable in a variety of musclecar and street rod applications. The proven reliability of the patented ShockWave O ring sealing technology and the new double adjustable valving lets the customer fine tune their car for racetrack precision, comfortable cruising, or anywhere in between. For more information regarding the 7000 series Shockwaves or any other Air Ride Technologies product you can reach the folks at Air Ride Technologies at 812-482-2932 or visit them online at www.ridetech.com.

POINT & SHOOT

Making That Musclecar Handle

47/116

This bad boy looks as though it could use a bit of help. Though in its original form the OEM suspension and steering was passable for everyday commuting it certainly needs a bit of aftermarket help to become a good handling ride.

During a recent conversation with an industry professional we got around to the subject of making old musclecars handle like new cars. "It's pretty simple," he said, "Install a quick-ratio power steering box, new springs, polyurethane bushings, and some fat wheels and tires, and you'd be surprised at how responsive an old car could be. You really can improve the handling of any car with the addition of some trick new steering components, suspension components, and the right tires and wheels."

Most of our favorites were built at a time when handling was far a main consideration. Thirty years ago, straight-line get-up-and-go was all it took to sell cars, so the manufacturers concentrated on muscle. It was also around that time that power steering became a must-have performance option, even though it was still considered a "luxury" item. Even then, however, most musclecars came with a power steering setup that was about as useful as breasts on a bull. Thankfully, in this day and age there's a plethora of bolt-on steering components made for just about every car.

In order to get better handling and a quicker response from our classic Chevy the first thing we need is a better steering box. "What makes a steering box better than another", you may be asking? Well, it's a matter of ratio. Stock boxes usually sport a ratio of around 16 or 17:1, some could even be as much as 20:1, but don't be fooled, in this case more is definitely not better. Aftermarket or performance boxes are usually around 12:1. What does that mean? Simply put, a 12:1 steering box is "faster," it'll translate more steering wheel movement to the front tires than a 20:1 box would. So when you turn the wheel a quarter turn with a 12:1 box, the front wheels will move further than they would with that same quarter-turn with a 20:1 ratio box.

49/116

Performance-grade springs and shocks will complement the addition of an updated steering gear more than you might imagine.

The same theory holds true with most rack-and-pinion steering systems found in performance cars today. Most stock racks use around a 13:1 ratio, but performance aftermarket racks can be ordered with anywhere from an 18 to 4:1 ratio, again, a heck of a lot quicker than stock. The rack-and-pinion's compact and lightweight design makes it a very easy-to-package system that's good for high-performance driving, as well.

One problem with using high-performance power steering racks and boxes in early cars has been finding the right power steering pump to do the job. Today there are plenty of pumps to choose from, but adapting a late-model pump to an early musclecar used to require custom fabrication. Many aftermarket companies have addressed that problem and now it's an easy swap to do. There are bolt-on brackets and pulleys available, and many sources provide high-pressure hoses to make the swap, as well.

50/116

Keep in mind though, upgrades of any kind aren't going to do you any good if your frontend components are worn. A frontend rebuild should be the starting point for any handling upgrade task.

The finishing touch for a new steering system comes from the use of a new collapsible steering shaft along with a vibration-reducing U-joint to get rid of that worn-out old rag joint. Though available in numerous lengths more than likely an aftermarket shaft will require cutting to fit. It's also wise to drill a few locating dimples for each of the shaft's set screws to help secure the shaft in place. The nice thing about these shafts is they're smaller and lighter than the clunky stock pieces, making spark plug and header clearance easier to deal with.

Updating your old steering components and installing some new high-tech parts is a bit more than an afternoon job, but the effort can make any classic Chevy handle tremendously better than it did.

STEERING SYSTEMS EXPLAINED

The Same Thing, But Different

51/116

Steering and suspension are two automotive systems that perform different functions yet are directly related. Each one exerts such an extreme amount of control over the other that it's rare one is mentioned without reference to the other. Let's start out by taking a look at the steering system.

STEERINGWhen it comes to getting your musclecar to head in the direction you want it to, there's two basic systems that'll get the job done: mechanical gear (sometimes referred to as recirculating ball) and rack-and-pinion steering. Both can be found in either manual or power-assisted versions.

MECHANICALStandard mechanical steering uses a series of arms and links connecting both front wheel assemblies so they move in unison. In a steering box, the input shaft turns a worm gear that, in turn, causes a toothed metal block to move back and forth. Ball bearings in a recirculating track reduce the friction between the worm gear and the block. As the block moves, its teeth rotate a gear connected to a shaft (the Pitman shaft), which then, via the Pitman arm, moves the balance of the steering linkage, and hence, turns the front wheels. In a nutshell, here's the whole picture: the steering wheel is connected to a shaft (the column), at the other end of the shaft is the box. The steering box has an arm attached to the output shaft called the Pitman arm. The Pitman arm is connected to one end of the center (or drag) link. At the other end of the link is an idler (a fixed pivot point), between the idler and the Pitman arm the centerlink is supported in the correct position to keep both front wheels moving in unison.

53/116

This is representative of the components that make up the complete steering system.

Attached to either end of the centerlink are inner tie rods that provide pivot points for the steering gear. At the opposite end of threaded tubes called sleeves are, as the name implies, outer tie rod ends (the threaded sleeves allow the tie rod ends to be adjusted in or out as needed so that the wheels can be aligned). The outer tie rod ends are connected to the spindle assemblies that actually turn the wheels. The spindles (or knuckles as they're sometimes called) are connected to control arms via upper and lower ball joints creating the geometry of the steering axis.

See, it's not so complicated. It's just a simple connection between the steering wheel and the front wheels of the vehicle. In the mechanical system the weakness falls at the pivot points. The pivots are ball and socket joints that do, over time, wear out and require replacement. Worn steering parts degrade handling and promote premature tire wear, as well.

54/116

Rack-and-pinion steering is known for being more precise in operation than the standard mechanical system, primarily because it utilizes many less components and joints.

RACK & PINIONThough it performs the same job, rack-and-pinion steering does the task in a different manner. Basically, it combines the steering box and center link into one unit. Like mechanical steering, the wheel is connected to the rack-and-pinion via the steering column. At the base of the column (inside the R&P assembly) is a vertical gear called a pinion. The pinion rotates with the steering wheel (via the column) and its teeth mesh with a horizontal toothed shaft called a rack. As the pinion rotates it in turn moves the rack back and forth (left and right). Attached to each end of the rack are threaded rods (inner tie rods) to which the outer tie rods are connected. Again, like mechanical steering, the outer tie rods connect to the spindles (knuckles) holding the wheels.

55/116

This illustration portrays a power-assisted rack-and-pinion.

One of the advantages rack-and-pinion steering has over its mechanical counterpart is that its more precise--in other words, input rotation is interpreted and transferred with virtually no "slop" or wasted energy because it makes use of significantly fewer parts and pivot points than that of standard "box" mechanical systems. This precision translates into much more responsive steering action.

LINE 'EM UP

Basic Alignment and Geometry

56/116

Positive caster has the lower ball joint pivot slightly ahead of the center of the wheel and the upper ball joint tilted toward the rear of the vehicle.

What is wheel alignment? Alignment (also known as front-end geometry) refers to the position of the front wheels relative to each other, the ground, and to the vehicle. Correct alignment must be maintained to provide safe, accurate steering, vehicle stability, maximum performance, and minimum tire wear. The factors that determine wheel alignment are mutually dependent. Therefore, when one factor is adjusted, the others must be adjusted to compensate, as well. Here we'll attempt to shed a bit of light on the subject relative to your performance vehicle.

There are basically four critical factors that make up correct steering geometry; Caster, camber, toe, and inclination. All, as stated above, are co-dependant and the correct orientation of each meld to provide optimum control and drivability in any vehicle, performance oriented or not.

57/116

Positive camber means the top of the wheel is slanted slightly away from the vehicle so that when loaded, the wheels will be approximately vertical.

Caster Caster is the orientation of a line, drawn through the center of the upper and lower ball joints and viewed from the side, can be tilted forward or backward. Positive caster means that the top of the upper ball joint is tilted toward the rear of the vehicle, and negative caster means that it is tilted toward the front. A vehicle with a slightly positive caster orientation will have its lower ball joint pivot slightly ahead of the tire's center. This will assist the directional stability of the vehicle by causing a drag at the bottom center of the wheel when it turns, thereby resisting the turn and holding the wheel steady in whichever direction the vehicle is pointed. A vehicle with too much (positive) caster will be hard to steer and shimmy at low speeds. A vehicle with insufficient (negative) caster may tend to be unstable at high speeds and may respond erratically when the brakes are applied.

CamberCamber angle is the number of degrees that the wheel itself is tilted from a vertical line, when viewed from the front. Positive camber means that the top of the wheel is slanted away from the vehicle, while negative camber means that it is tilted toward the vehicle. Normally a vehicle will have a slight positive camber when unloaded. Then, when the vehicle is loaded and rolling down the road, the wheels will just about be vertical. If you started with no camber at all, then loading the vehicle would produce a negative camber. Excessive camber (either positive or negative) will produce rapid tire wear, since one side of the tire will be more heavily loaded than the other side.

58/116

Steering inclination along with caster is responsible for directional stability and the self-centering characteristics of the steering

ToeToe-in is the difference (in fractions of inches) between the front and the rear of the front tires. On a vehicle with toe-in, the distance between the front wheels is less at the front than at the rear. Toe-in is normally only a few fractions of an inch, and is necessary to ensure parallel rolling of the front wheels and to prevent excessive tire wear. As the vehicle is driven at increasingly faster speeds, the steering linkage has a tendency to expand slightly, thereby allowing the front wheels to turn out and away from each other. Therefore, initially setting the front wheels so that they are pointing slightly inward (toe-in) allows them to turn straight ahead when the vehicle is under acceleration.

59/116

Forward motion stretches steering linkage allowing the wheels to be forced out and away from each other. Toe-in allows a vehicle's front wheels to roll in parallel, as they should.

InclinationSteering axis inclination is the number of degrees that a line drawn through the upper and lower ball joints (or strut and lower ball joint) and viewed from the front is tilted to the left or the right. This, in combination with caster, is responsible for the directional stability and self-centering of the steering. As the steering knuckle swings back and forth from lock to lock, the spindle generates an arc, causing the vehicle to be raised when it is turned from the straight-ahead position. The reason the body of the vehicle must rise is straightforward: since the wheel is in contact with the ground, it cannot move down. However, when it is swung away from the straight-ahead position, it must move either up or down (due to the arc generated by the steering knuckle). Not being able to move down, it must move up. Then, the weight of the vehicle acts against this lift, and attempts to return the spindle to the straight-ahead position when the steering wheel is released.Why is proper wheel alignment so important?

In the long run, it will prolong the life of your car, and save you money, and just as importantly to us, increases and optimizes handling and street performance. As a bonus, especially these days, correct wheel alignment results in better fuel mileage, and it actually extends tire life on rear tires as well as front tires. In fact, the most common cause of unusual tire wear is improper alignment.

60/116

Ackermann is a geometric arrangement of linkages in the steering designed to solve the problem of wheels on the inside and outside of a turn needing to trace out circles of different radii.

The Ackermann principalThere is another geometric factor that plays a part in automotive handling called Ackermann. It's primarily relegated to slow-speed maneuvering and early, more rudimentary steering systems but it is worth mentioning here.Ackermann is a geometric arrangement of linkages in the steering of a car or other vehicle designed to solve the problem of wheels on the inside and outside of a turn needing to trace out circles of different radii. In other words, when a vehicle is steered, it follows a path that's part of the circumference of its turning circle, which will have a center point somewhere along a line extending from the axis of the fixed rear axle. The steered wheels must be angled so that they are both at 90-degrees to a line drawn from the circle center through the center of the wheel. Since the wheel on the outside of the turn will trace a larger circle than the wheel on the inside, the wheels need to be set at different angles.

The Ackermann steering geometry arranges this automatically by moving the steering pivot points inward so as to lie on a line drawn between the steering kingpins and the centre of the rear axle. The steering pivot points are joined by the tie rod, or a rack and pinion, this arrangement ensures that at any angle of steering, the centre point of all of the circles traced by all wheels will lie at a common point.

Chevy Steering

61/116

Borgeson / Mullins offers steering boxes for your Chevy. With a complete line of both manual and power boxes, let us help you with your restoration project or up-grade. For the tri-5 Chevy we offer a manual replacement with either the long or short input shaft option. The long input shaft is needed if you are going to use the stock column. We offer the short input shaft to make the replacement of your column that much easier. These boxes are offered with the stock 22:1 ratio or the "quick" ratio 16:1. We also offer manual to power conversions for these vehicles. They are offered with either bolt in or weld in brackets. Along with the Tri-five Chevy's, we offer both manual replacements and power up-grades for the 58-64 Chevy. We offer either long or short input shafts for the 63-67 Chevy II and the 16:1 ratio manual box for the 63-82 Corvette.

With all the steering box replacements and up-grades we offer for your Chevy, we also offer all the accessories. From "dress up" side covers to drag link adapters to pitman arms, mounting brackets, rag joints, power steering pumps, power steering hoses and floor mounts we have your entire Chevrolet steering needs covered. For any technical or ordering information, please call 860-482-8283. Borgeson Universal Company / Mullins Steering Gears, 91 Technology Park Drive, Torrington, CT 06790, www.borgeson.com

CPP 600 Series Power Steering Box

62/116

CPP, a leading producer of power re-circulating-ball steering gears, has combined experience with cutting-edge technology to manufacture a new 600 series of steering gears that provide directional control of the vehicle. The 70mm piston provides better road feedback and a more stable feel to the driver.

Designed around a modern Saginaw steering box, Classic Performance's power re-circulating-ball gears feature low friction and quick response. An open-centered, rotary-type valve provides smooth and quiet operation throughout the steering range--while retaining excellent road feel. The integral rack piston converts hydraulic pressure to a rotation force that moves the steering linkage left or right. The steering system and hydraulic fluid also acts as a cushion to help absorb road shocks. All components are new (not rebuilt), and 100% tested in the factory. Available now for immediate shipping.SPECIFICATIONS:Steering ratio: 14:1Input shaft is 3/4"-30 spline (the same as the 605 box)Sector shaft is 1" 36-4 tapered spline, the same as the original 1955-57 pitman shaftPressure fitting is 7/16 tube (11/16-18 inv. fl.)Return fitting is 3/8 tube (5/8-18 inv. fl.)

Classic Performance Products, Inc. has been providing the classic Chevy and Ford truck, as well as Chevy passenger car market with top quality steering, brake and suspension components for the last two decades. Call and order a catalog today, featuring our complete line of parts and accessories. Classic Performance Products, 175 E. Freedom Ave., Dept. SC, Anaheim, CA 92801, 714-522-2000, www.classicperform.com.

Power Steering Pumps

63/116

The engineering staff at Detroit Speed and Engineering has taken the power steering pump to a new level of performance. All Detroit Speed power steering pumps are completely new, not remanufactured assuring you of a long life with superior operation. DSE's pumps are engineered to deliver a constant flow under different operating pressures and are compatible with any power steering gear or rack and pinion. The transverse bearing compact pumps(TC pumps) are less sensitive to radial belt loading than other types of pumps.

These TC pumps offer high efficiency and quiet operation delivering a flow of 3.0-3.4 gallons per minute at 1500 rpm and with a relief pressure of 1250-1450 psi. All pumps are available with a Mustang II flow control valve that will restrict the flow to approximately 2 gallons per minute while retaining the appropriate pressure in the system.

Berea, Ohio -- Flaming River Industries announces the availability of the power rack & pinion conversion kits for the classic 1967 to 1969 Camaros.

As with the popular Flaming River manual kits, the power kits utilize a similar bolt-in cradle to mount the rack to the existing frame mounting holes. The cradle design retains the stock frame cross member to assure the frame's integrity is not compromised. There is no drilling, cutting grinding or welding needed for installation.

The jig-welded kit includes all mounting hardware (universal joints, steering shaft, a FR1570 speed sensitive pump, FR1614 billet remote reservoir and fasteners). Kits are available with or without the Flaming River polished or paintable stainless steel steering column. The cradle kit requires only simple hand tools for installation.

The Power Rack conversions are available for small block engines with stock cast iron or aftermarket header exhaust systems.

A unique feature of the Flaming River rack & pinion kits is there is no change to the stock chassis and suspension design. The cradle installation will add strength to the frame. This system uses the 1969 Camaro original equipment outer tie-rod ends.All required installation hardware is included with each kit. All fasteners meet or exceed the OEM specifications. The power and manual rack & pinions will not interchange. Plumbing is not included. FLAMING RIVER INDUSTRIES, INC. 800 Poertner Drive, Dept. SC, Berea, OH 44017, 440-826-4488, www.flaming-river.com.

55-57 Rack and Pinion Kit

65/116

Unisteer Performance(TM) offers the ultimate steering upgrade for Tri-5 Chevys, with its rack and pinion kits that greatly improve handling, responsiveness, and steering effort. Each kit includes a custom rack and pinion (power or manual) that has been painstakingly engineered to duplicate the stock steering linkage pivot points, thus avoiding bump steer problems found in similar kits. Installation is a breeze; do to the bolt in mounting brackets. No cutting, drilling or welding is needed; this kit simply uses existing holes in the frame and all the hardware is included. New steering arms and tie rod ends are included and are compatible with all after market spindles that accept factory steering arms. The manual unit is ideal for drag racers, reducing weight and improving responsiveness. If corner carving is what you have in mind, the power unit with its 2.65 total turns is ideal. The standard finish is black powder coating, and a show quality chrome finish is also available. Additional parts such as steering shafts, pumps and lines are available and sold separately. A low flow pump is recommended for the most desirable road feel. Maval Manufacturing, 1555 Enterprise Pkwy., Dept. SC, Twinsburg, OH 44087, 800-338-9080, www.mavalgear.com.

Remy Racing and Performance Products presents the Delphi 600 series Power Steering Gear made in America. It is a bolt-in replacement steering gear for all GM A, B, F, and X body vehicles from 1965 through the early 1990's. The Delphi 600 is now available for 55-57 Chevy's, 58-64 Impala/Biscayne and 62-82 Corvettes. The Delphi 600 series Power Steering Gear utilizes the latest in steering technology including a rack and pinion valve and specifically tuned effort characteristics. This gear provides quick response and precise control. Taking that "Slop" out of the steering and giving the driver that tight rack & pinion feel. The recirculating ball gears offer low friction with smooth and quiet operation throughout the entire steering range. This produces excellent road feel and driver feedback just like that found in modern day cars and trucks. Remy Racing and Performance Products also carries the GM 525, "Vega", Corvette manual steering gears all made with the OE tooling. Look for our all new Mustang II manual rack & pinion. Please call 1-800-790-7244 and visit www.remyracingshop.com for more details.

Shed some weight!

68/116

Borgeson offers a way for you to shed some weight off your GM muscle car, up to 28 pounds! These are complete kits that convert your car from power to manual steering in the matter of a couple of hours. Think about it, no more power steering pump robbing your motor of those much-needed hps to make you more competitive. No more power steering fluid to deal with and no more power steering hoses to inspect. The power box in your car now can be up to 30+ years old, worn and tired. Replace it with a brand new 525 box and make your steering more responsive. We have kits for the following applications: 78-88 Malibu and the 82-92 Camaro part number 999001, 64-72 Chevelle, 442 & GTO part number 999002 and 70-81 Camaro, 75-79 Nova part number 999003. These kits include a brand new 525 box, pitman arm and rag-joint. The 525 box is the ONLY box GM recommends for these applications. The vega (140) box is too light duty for these applications, the vega box is only recommended for cars weighing less than 2500 pounds. The 525 use the same mounting configuration as your power box so mounting it is a breeze. The pitman arm is designed to replace the existing pitman arm in length and bend so all your clearances remain the same and the rag-joint will bolt right onto the 525 box and the column end. The 525 box comes in standard 22:1 ratio for the best overall drivability, we also offer a quick ratio 16:1 525 box for competition. All these kits have a five year unlimited mileage warranty. For any technical or ordering information, please call 860-482-8283. Borgeson Universal Company / Mullins Steering Gears, 91 Technology Park Drive, Torrington, CT 06790, www.borgeson.com

"G-Force Spindle" For GM Muscle Cars

69/116

Hot rodded muscle cars are hotter than ever, but the demands of modern traffic have made their chassis shortcomings all too apparent. The sad truth is that most modern family cars can out handle and brake our beloved '67-'69 Camaros, '68-'74 Nova, and '64-'72 Chevelles, but easy bolt on help is available! Fatman's new G-Force spindle provides a 2" drop for a lower center of gravity, and has the upper ball joint raised 2" to obtain the improved camber curve necessary properly plant those wide, sticky modern radial tires. A 20% improvement in skid pad numbers has been observed. The steering arm position has been optimized to eliminate bumpsteer. Any disc brake system that fits the stock spindle will fit these new ones, so the sky and your wallet are the only limits to improved braking. The G-Force dropped spindle will align properly with either stock stamped control arms, or Fatman's tubular arms, in either stock width or narrowed versions. Upgraded shocks, springs and sway bars are also available to further the improvements. A couple hours work will transform the handling of your muscle car-it can handle as good as it looks! For more info, contact the Fatguys at 8621-C Fairview Rd, Hwy 218, Dept. SC, Charlotte, NC, 28227-7619. (704) 545-0369 or www.fatmanfab.com

Camaro 2" Dropped Spindle

70/116

HEIDT'S Hot Rod Shop now offers Improved Camber 2" Dropped STEEL Spindles for the first generation `67-`69 Camaro. This spindle is very different that other spindles on the market. It is called an "Improved Camber" spindle because the upper ball joint is raised the optimum amount, which is 1-1/2". These are not some factory adapter spindles, but are new, specifically designed spindles for the Camaro. The raised upper ball joint means that the arc that the upper control arm swings in is now different than the factory design, so it yields a different camper change during suspension movement. You cannot do this with any "special modified" control arms, as the pivot points are determined by the ball joint locations on the spindles. The control arms just "connect the dots" and go along for the ride. Period. As the car leans into a turn, the new camber characteristics keep the tire from leaning outward, keeping the tire patch in full contact with the road. This means more stability and higher performance during cornering. Along with that, this spindle is manufactured, as are all of HEIDT'S dropped spindles, from STEEL, not cast iron. These spindles are the strongest ones in the industry. At some point all cars must stop. HEIDT'S spindles again set the standard with their factory bolt-on caliper brackets. Do you want standard disc brakes with factory calipers, polished billet calipers and hubs, or the monster 13" rotors with huge 6 piston calipers? All these brake packages are available for HEIDT'S spindles because the caliper brackets bolt on.For more info call HEIDT'S at 800-841-8188. Or www.heidts.com

Power Steering Pumps

71/116

Most people don't realize that all power steering pumps are not created equal. Power steering pumps should be mated to each type of steering gear. Unisteer Performance Products(TM) offers a wide array of GM power steering pumps for all types of application. These pumps are all new and are available with high flow output for steering boxes, or low flow output for rack and pinions. All pumps are designed to have maximum pressure at low speed, and reduced pressure at high speed. Our TC type II pump use long lasting shaft bearing, unlike low cost CB pumps which uses a split bushing. The TC pumps features aluminum housings and are available in a cast or polished finish. There are a variety of reservoirs available, including an OE self contained, a billet self contained, or billet remote reservoir. Pulleys and mounting brackets are also available for all GM motors. Traditionalists will want to check out our GM P-style pump. This pump uses factory mounting brackets and hoses. The P-pump has a self contained reservoir and is available in either black or show quality chrome plated. A variety of hydraulic fittings are available upon request. We make connecting the pump and gear a breeze, with our attractive durable high pressure braided stainless steel hose kits. These kits utilize aircraft AN fittings for a simple, great looking install. All pumps carry a lifetime warranty. Maval Manufacturing, 1555 Enterprise Pkwy., Dept. SC, Twinsburg, OH 44087, 800-338-9080, www.mavalgear.com.

Vibration reducers

72/116

Vibration reducers are a necessity in your car if you are driving the car on the street. Every new vehicle purchased today has some type of a vibration reducer incorporated into the steering system. The original type referred to as either the "rag joint" or the "factory style" coupler. Over the years, Borgeson developed the "In line" vibration reducer and our most popular Vibration reducer, the "Vibration reducer u-joint" combination.

Why do you need a vibration reducer in your Chevy? To help eliminate noise, vibration and the harshness that you feel at the wheel. Say you are out cruising, about half an hour into your goodtime you notice your hand starts to feel like you have been running a weed eater all day. This is a good indication that you either don't have a vibration reducer in your steering system; your vibration reducer is worn or in some cases something a little more in depth is the culprit. In any case, you need to check it out and repair the problem to make your vehicle more enjoyable to drive.

The factory style or rag joint has been used for sometime as an OEM vibration reducer. Borgeson offers a full line of splined and DD rag joints to help accommodate your needs and still give your vehicle that stock look. So weather you are replacing the steering column, the steering box or both, Borgeson has the rag-joint for your application. For any technical or ordering information, please call 860-482-8283. Borgeson Universal Company / Mullins Steering Gears, 91 Technology Park Drive, Torrington, CT 06790, www.borgeson.com

&nbs;

67-69 Camaro/68-74 Nova Rack and Pinion Kit

73/116

First Generation Camaro and Second generation Nova owners can now transform their F-Bodies into corner carving G-Machines. Unisteer Performance Products(TM) now offers a bolt in rack and pinion kit that will greatly improve handling and responsiveness for the early F-Bodies. These kits are designed to work correctly with the stock suspension, and have little or no bump steer, unlike other similar kits. Mounting this unit is simple and its location allows maximum ground clearance unlike other kits. These are true bolt on kits; no drilling, welding or cutting is required. The custom rack and pinion unit utilizes Corvette internals, giving it maximum responsiveness. Full turns lock to lock are achieved in a mere 2.5 turns. These kits are available in both power and manual. The manual unit is ideal for street and strip cars, reducing weight by more than 60lbs. The steering ratio in the manual is slower than the power, resulting in a light but still responsive feel. All kits are offered with a standard powder coated finish or a show quality chrome plate. The power kit includes new steering arms that bolt on all spindles that accept factory steering arms. Stock columns and pumps are compatible, but new hoses and steering joints are required. New Corvette power steering pumps are available for an even greater road feel. All kits work with small block, big block, LT, or LS motors. Maval Manufacturing, 1555 Enterprise Pkwy., Dept. SC, Twinsburg, OH 44087, 800-338-9080, www.mavalgear.com.

Inline Vibration Reducers

74/116

In line vibration reducers, when building your steering system and you have the room to accommodate a vibration reducer and there is no angle difference between the two connecting shafts then an in-line vibration reducer is the answer. Measuring 3 ?" in overall length and 1 ?" diameter, this is more compact in width then the rag joint and a much better looking choice.

Vibration reducer u-joint combination. Measuring 4 ?" in overall length, the vibration reducer u-joint performs two functions. It is a vibration reducer, much like the in-line vibration reducer but with the added benefit of a u-joint attached to one end. These are great when used in place of a regular u-joint to give you the added benefit of the vibration reducer. The vibration reducer u-joint combination or "VJ" still offers thirty-five degrees of angle, the same as our standard u-joint. Offered in steel, stainless steel and polished stainless steel, this is a must have when designing a new steering system. For any technical or ordering information, please call 860-482-8283. Borgeson Universal Company / Mullins Steering Gears, 91 Technology Park Drive, Torrington, CT 06790, www.borgeson.com

Berea, Ohio -- Flaming River now offers a direct, bolt-in Quick Ratio manual rack & pinion steering system engineered for the first generation of the Chevy II/Nova models (1962-67) equipped with a small block engine. The system uses a quick ratio rack & pinion (3-1/2 turns lock-to-lock) for improved steering response and handling.

The system utilizes an all-new engineering concept to rack & pinion steering -- a straightforward, bolt-in support cradle with ?" thick end plates to for a highly stable installation. The cradle is jig-welded on precision form fixturing to assure a precise fit. Like all Flaming River rack & pinion conversion systems, the Chevy II/Nova system requires no frame modification, cross-member removal nor welding during installation. The supplied cradle mounts to the existing chassis mounting holes for the steering box and the idler arm.

Quality is what you should expect, and that is what you will get when using Unisteer Performance Products(TM) new stainless steel steering universal joints. These universal joints are a combination of strength, safety and looks. The precision needle bearing design and heavy duty stainless steel construction make these steering joints the choice of many top builders. Our universal joints not only have a unique look, but function uniquely as well. Instead of attaching our joints and shafts with set screws, we chose to use pinch bolt fasteners. This method is preferred by major automotive manufactures, for its reliability and functionality. On top of all that, these universal joints have a stunning show quality appearance and are polished to a high luster. A wide range of spline sizes are available, as well as shafting, we also offer specific kits that are designed for use with our rack and pinion kits. Like all our products, the universal joints and kits carry a life time warranty. Maval Manufacturing, 1555 Enterprise Pkwy., Dept. SC, Twinsburg, OH 44087, 800-338-9080, www.mavalgear.com.

62-67 Nova/Chevy II Rack and Pinion

77/116

First Generation Novas and Chevy IIs owners can now update their steering to rack and pinion with Unisteer Performance Products(TM) Nova steering kit. These kits greatly improve handling, responsiveness, and steering effort. Our kits are designed to work correctly with the stock suspension, and have little or no bump steer, unlike similar kits. Mounting this unit is simple and its location allows maximum ground clearance, unlike other kits. These are true bolt on kits; no drilling, welding or cutting is required. This custom rack and pinion utilizes Corvette internals giving it maximum responsiveness. Full turns lock to lock are achieved in a mere 2.5 turns. These kits are available in both power and manual. The manual unit is ideal for street and strip cars, reducing weight by more than 40 lbs. The steering ratio in the manual is slower than the power, resulting in a light but still responsive feel. All kits are offered with a standard powder coated finish or a show quality chrome plate. Stock steering columns and power steering pumps are compatible, but new hose and steering joints are required. New Corvette power steering pumps are available for an even greater road feel. All kits work with small block, big block, LT, and LS motors. Maval Manufacturing, 1555 Enterprise Pkwy., Dept. SC, Twinsburg, OH 44087, 800-338-9080, www.mavalgear.com.

BRAKE SYSTEMS

How, What, and Why

78/116

We're all well aware of how important the braking system in our vehicles is. And, we all know what could happen if the brakes fail--the result could be down right disastrous. Unfortunately, we tend to pay much more attention to making our vehicles go fast than we do to stopping fast. For this month's issue we decided to highlight braking systems, as you can probably tell by now. Here I'm going to attempt to layout a bunch of brake basics for you. Who knows, I may have found a tidbit that you were not aware of. For example, did you know that every time you mash that pedal, the hydraulic system exerts as much as 1,000 pounds of hydraulic pressure to each of the four brakes? We all might learn something here after all.

Brakes are essentially energy-conversion devices, which alter the kinetic energy (momentum) of your vehicle into thermal energy (heat). It's this factor that I believe led to the development and popularity of disc brakes--but, I'm getting ahead of myself here. Let's get to some real basic info and then work our way up to specifics.

79/116

BRAKE COMPONENTSIn the brake systems we're familiar with, the master cylinder is usually separately chambered, (one fluid reservoir for the front and one for the rear), and power-assisted to activate both the front and rear brakes. This way, if either fails the other can provide adequate braking power. Such safety systems within the braking system make modern brakes very complex, but much safer than earlier braking systems found on our beloved classic Chevys. Single chamber masters and four-wheel drum brakes aren't going to cut it these days, especially not in performance vehicles. High-performance disc brakes are the way to go. They were originally developed for racing, but are now used on most cars and a disc/drum or disc/disc conversion should be a near-top priority on your classic vehicle upgrade list.

In almost all braking systems, the brake pedal is connected to a "master cylinder" by a pushrod. The master cylinder is connected to small slave cylinders at each wheel by steel brake lines and flexible rubber hoses. The entire hydraulic system is filled with brake fluid, which is forced through the system by pressing on the brake pedal, causing the movement of the master cylinder pistons. The front disc brakes use friction "pads" which are mounted in "calipers." The pads are forced against machined surfaces of a rotating disc called the "rotor." The rear brakes are usually of the "drum" type. In these, the internal expanding brake "shoes" are forced against the inside-machined surface of a rotating drum.

In recent years, brakes have dramatically changed in design. Disc brakes, due to their lighter weight, superior cooling, and better performance are replacing drum types on the rear wheels, as well. As I stated earlier, instead of shoes, which press outward against the inside of a drum, a disc attached to the axle is gripped from either side by friction pads attached to the calipers, just like the ones up front. The greatest advantage of disc brakes all around is that they're essentially "fade" free; that is, repeated application doesn't result in excessively high temperatures developing (as in the case of drums), lowering the stopping power of the brake. Commonplace on newer cars are "anti-lock" brake systems, (ABS) which pulse the hydraulic pressure, preventing the wheels from locking up when the brakes are applied in a panic stop.

80/116

POWER BOOSTERSPower brake units used on passenger cars are of four general types: vacuum suspended; air suspended; hydraulic booster, and electro-hydraulic booster. Most power brakes use vacuum-suspended units, which contain a large vacuum-powered booster device to provide the added thrust to the typical power brake. Pressure on the brake pedal pushes a rod connected to the pistons of the two master cylinders forward. The pistons begin forcing fluid into the front and rear brake lines. At the same time, the brake-pedal pushrod positions the vacuum-control valve so that it closes the vacuum port and seals off the forward half of the booster unit. The engine vacuum line then draws off the air, creating a low-pressure vacuum chamber. Atmospheric pressure in the control chamber then pushes against the diaphragm, dividing the two chambers, the pressure on the diaphragm, which is locked to the pushrod, forces it forward, supplying even more pressure on the pistons.

81/116

CALIPERS AND ROTORSAt the heart of the modern brake system are the caliper and disc rotor (which rotates with the wheel). When the brakes are applied, the caliper tries to "grab" and stop the rotor. The efficiency of this system is very good, and depends on a few basic factors: The ability to apply enough clamping force to overcome the rotating rotor. The ability of the pads to maintain adequate friction properties even with the heat generated by continuous application of pressure from the caliper. The ability of the rotor to absorb and dissipate heat. AND the necessary traction from the tires to allow the brake system to be effective. Also, there are different types of calipers. A "fixed" caliper is rigidly secured to the axle assembly and has at least two opposing pistons that force the pads against the disc. A sliding or "floating" caliper has pistons on only one side of the disc. Therefore, when the caliper acts, it must slide or float in order to bring the pad on the opposite side in contact with the disc. Nearly all of the original equipment calipers are of the floating type. In a system with fixed calipers, not only is the mounting much more rigid, but the stiffness of the caliper itself is greatly increased; this manifests itself in enhanced braking performance, pedal feel, and pad wear.

Also, fixed calipers do not suffer the drag (friction) from moving parts common in sliding calipers and are therefore more efficient. These calipers have a much quicker reaction time, which translates to shorter stopping distances as measured from the driver's reaction point.

If we increase the area of the caliper pistons by increasing their diameter, the caliper will apply more clamping force to the pads and rotor, further increasing the braking capacity of the vehicle. Because the hydraulic pressure is constant throughout the system when the brake is applied, the more caliper pistons we add, the more pressure is exerted by the caliper; more pressure or clamping power is more effective in preventing rotation of the rotor.

82/116

ROTORSThe distance from the center of the rotor to its edge (radius) can be thought of as a lever, and the caliper in effect pulls on the lever to slow the vehicle; the bigger the rotor, the longer the lever--the longer the lever the more effective the caliper. It is easy to understand then that larger rotors increase braking capacity. If the rotor is also well ventilated, its ability to dissipate heat is improved, allowing the caliper pads to operate at a lower temperature and tolerate the torture to which they are subjected. When holes are drilled through the rotor and slots cut into the surfaces of the rotor, it provides channels through which the expanding gases can escape, increasing the brake efficiency a step further over a solid rotor. However, these rotor-surface treatments do not automatically guarantee a shorter stopping distance, but they usually can. As mentioned, cross-drilling and slotting is useful when the pads become sufficiently hot to emit gases. Without an escape route, the gases are trapped between the pad and rotor and actually reduce the pad pressure to the rotor (brake fade).

PADS Different pad compounds offer different friction coefficients and the ability to work well at certain temperature ranges. Most often, a compromise is reached between the friction coefficient and the ability of the compound to operate at the expected temperatures. The higher the friction coefficient of the pad compound, the more grip it has on the rotor, making the brakes more effective.

In the event that the brake system is used to full capacity, even with all of the improvements and the rotor pads are overheated, they will give off gases as a result of the bonding agents in the pad lining that are beginning to burn. The expanding gases from the pad ("out gasing") form a cushion between the pad and the rotor, rapidly decreasing braking effectiveness. This condition is referred to as "brake fade."

Probably the least expensive, most effective upgrade one can perform is a brake pad upgrade. There are as many pad compounds as manufacturers of pads, and each has its particular niche. Brake pads are available in three basic categories: Street, Street / Race combination, and Race Only. Street pads have to be able to work well at low to moderate temperatures because street vehicles are driven cold and under normal circumstances don't generate high temperatures. Usually in this category, the pads work well while cold and their effectiveness decreases as their temperatures increase until the breakdown of the compound bonding agents cause brake fade. Repeated hard brake applications, as in most types of racing, will quickly overheat these pads and render them useless. Combination pads usually incorporate some degree of compromise to incorporate this flexibility of use. For the street they have to work well enough at low temperatures to be safe and must also be competitively functional at moderately high temperatures under racing conditions. Race Only pads do not work cold--period. Do not use Race Only pads on a street vehicle with the idea that "If they are for racing they must be great pads." You will be in for a huge surprise the first time you go to stop.

TIRESAll the brake improvements in the world are not going to help if there is no traction available between the wheel and road. Ultimately, your tires will determine how well your car stops. A brake system of proven efficiency will be most effective with the smallest possible diameter tire. In the same way that the larger rotor offers the caliper a longer lever, the smallest diameter tire offers the a smaller lever. While different (smaller) wheel and tire diameters are frequently an option for racers, most street vehicles are limited to near-standard tire diameters for a variety of reasons. Fortunately, the trend in recent years toward larger diameter rims and low profile tires has opened up many options in the area of big brakes. In many cases, increasing rotor diameter will require an increase in rim diameter to make room for the rotor. Fortunately, low profile tires keep the outside diameter the same or nearly the same as the original equipment. Increasing the rim diameter, therefore, usually has no ill effect on braking. Conversely, modern low profile tires are typically of a higher traction rating (or at least high traction ratings are available) which will aid braking.

Frequently Asked Questions

MASTER CYLINDERS

Q. How can I tell if my master cylinder is bad? A. When your master cylinder goes bad you will have a very spongy pedal, and if you keep pressure on the brake pedal it will slowly sink to the floor.

Q. What's the advantage of replacing my original single piston master cylinder with a dual piston? A. Safety. If you brake a line with a dual piston master you will still have half the system available as a backup. With a single piston master you will lose all your brakes.

Q. Should I purchase a new or rebuilt master? A. Given the opportunity choose the new over the rebuilt. The additional cost of a new master is easily justified by the fact that new cylinders have a much lower failure rate than a rebuilt one.

Q. I purchased a replacement master cylinder and it doesn't look like the original. Can I use it? A. Probably. Many aftermarket master cylinders have a different casting but internally they are the same. Avoid cheap imports!

Q. How does a disc brake master cylinder differ from a drum brake master? A. A drum brake master will differ from a disc brake master in two ways: the amount of fluid that a drum brake master moves is less than that moved by a disc master and drum masters have 10-pound residual valves to the drums. If you use a drum master for disc brakes you would move an insufficient volume of fluid and the disc brakes would drag because of the residual valves.

Q. What is the difference between a power brake master and a manual brake master? A. As a general rule, a power brake master will have a larger bore diameter than a manual brake master. Also, a manual master will have a deep piston hole to accept the manual brake push rod while a power brake master will have a shallow hole.

Q. What bore size and pedal ratio is needed for a manual brake master cylinder? A. For manual brakes you should always use a master cylinder with a bore size of 1 inch or smaller with a pedal ratio of 6: 1.

Q. I have manual brakes with an extremely hard pedal. Why? A. Check the bore size of the master, it's probably larger than 1 inch. Also check that your wheel cylinders are not frozen.

Q. Can I use my disc/drum master for four-wheel disc brakes? A. No. The addition of rear disc brakes requires a true four-wheel disc brake master cylinder which will supply more fluid pressure and volume to the rear calipers.

Q. Why is one chamber in a disc/drum master larger than the other? A. The master cylinder chamber that feeds the front disc brakes will have its fluid level drop faster than the drum brake chamber because the front pads wear faster, allowing the caliper pistons to extend outward.

Q. Can I use my manual brake master cylinder on a power booster? A. Yes. However you must be sure that the booster pin length matches the hole depth of the master cylinder pistons.

Q. Can I use my power brake master cylinder for manual brakes? A. No. The bore size of the power master will probably be too large and the piston hole depth will be too shallow.

Q. How do I increase my pedal ratio when I convert from power to manual brakes? A. Attach the manual brake push rod 1 inch higher on the pedal than the power brake attachment point.

If your "Classic" has "Contemporary" horsepower and more coats of hand-rubbed perfection than what rolled out of the factory 30+ years ago, isn't it time to bring braking into the modern age? An SS system from Baer is the insurance your classy classic deserves! Baer Brake Systems, 3108 W. Thomas Rd. Suite 1201, Dept. SC, Phoenix, AZ 85017, 602-233-1411, www.baer.com.

Wilwood Front Big Brake Kits

84/116

Wilwood Engineering announces the next step in improved braking performance. Designed for easy bolt-on installation on many OE hub applications without affecting master cylinder or ABS function, these new 6-piston Superlite Front Big Brake Kits look as good as they perform.

Choose the Wilwood Big Brake kits that the top designers and builders use when building their own custom creations. You'll find more information at Wilwood Engineering, 4700 Calle Bolero, Dept. SC, Camarillo, CA 93012, 805-388-1188, www.wilwood.com.

Baer Extreme Plus

85/116

Your wait is over...Introduced in late 2004 as the world's first road-going billet or forged MonoBlock caliper, Baer's 6S was an instant success. Offering the technology other caliper manufacturers reserve strictly for their ultra high-end racing (read "costly") efforts, the Baer 6S represents the current ultimate performance answer for road use. These calipers, although available separately, are found within every Baer Claw(R) EXTREME-PLUS full brake conversion (axle sets, with 14" rotors, pads, hoses, brackets, specialty hardware) at a price point most often less than that charged by other premium caliper manufacturers for a single billet or forged aluminum MonoBlock!Demand exceeded capacity throughout 2005 and many customers were subjected to waiting six months and more to take delivery. In response Baer brought new equipment online in October, quadrupling output without compromising quality. New orders for systems are now being shipped within about 10 days... 6-pistons, no waiting! Baer Brake Systems, 3108 W. Thomas Rd. Suite 1201, Dept. SC, Phoenix, AZ 85017, 602-233-1411, www.baer.com.

Classic Performance Products Big Brake Kits

86/116

Classic Performance Products introduces its own line of Big Brake kits, 13" front disc and 12" rear disc. CPP's front system uses a 13" cross-drilled, gas slotted and zinc washed rotor mounted to a 2024 T6 billet aluminum CNC machined anodized hub and a PBR C15 caliper that attaches to the spindle with CPP custom caliper mounting brackets. PBR C15 calipers have twin 52mm pistons and a larger brake pad surface area that offers about 60% more stopping power in the caliper than the popular C5 caliper at half the cost. A CPP rear system uses a 12" cross-drilled, gas slotted and zinc washed rotor that mounts to the factory axle with the longer studs supplied and mates up to a Lincoln Continental emergency brake style caliper mounted to the rear axle housing with a CPP custom caliper mounting bracket. Classic Performance kits include all the bearings, seals, dust caps, brackets, cables, hoses, clips, instructions and necessary hardware to assure a hassle free installation. CPP Big Brakes are available in front or rear kits and as shown above as a complete front and rear kit. Front and rear kits also include a 4-wheel disc manual/power brake master cylinder and proportioning valve kit.

Classic Performance Products, Inc. has been providing the classic Chevy and Ford truck, as well as Chevy passenger car market with top quality steering, brake and suspension components for the last two decades. Call (714) 522-2000 or www.classicperform.com and order a catalog today, featuring our complete line of parts and accessories.

Line Locks

89/116

Now there's an easy way to lock your front or rear brakes at will. Why would you want to do that? If your truck is towing a heavy vehicle down hill or if your vehicle is at the drag strip and you want to keep your vehicle straight in the staging lanes until you are ready to launch. Our line lock features 1/100,000 of a second release time and has been tested up to 30 Gs without mechanical failure. Each line lock features a rebuildable nickel-plated solenoid valve, activation switch (shifter mountable), arming light, stainless steel inserts, black chromate heat sinks. Installation takes 1-hour (brake line modifications & bleeding of brakes by qualified brake technician). Adaptable to most vehicles. Granatelli Motor Sports, 1000 Yarnell Pl., Dept. SC, Oxnard, CA 93033, 805-486-6644, www.GranatelliMotorSports.com

CPP's New Master Cylinder Receives Top Honors

90/116

After years of solving brake problems and installation issues, Classic Performance Products has developed a solution -- the MCPV-1. Combining all of the key components of the brake system into an attractive lightweight (5 lbs.) package, the MCPV-1 should be the heart of all modern brake systems. We must have done something right! At the SEMA show in November, our MCPV-1 received a ribbon for "Best New Street Rod or Custom Car Product 2005" followed up by a 1st place trophy at Hot Rod & Restoration Trade Show for "Best New Product 2005".

Classic Performance Products, Inc. has been providing the classic Chevy and Ford truck, as well as Chevy passenger car market with top quality steering, brake and suspension components for the last two decades. Call (714) 522-2000 and order a catalog today, featuring our complete line of parts and accessories. Classic Performance Products, 175 E. Freedom Ave., Dept. SC, Anaheim, CA 92801, 714-522-2000, www.classicperform.com

Let's Stir Up A Little Friction!

91/116

The NEW Baer Sport-Touring Brake Pad Program is a collaboration with OE supplier Roulunds Braking and features a full compliment of popular applications. Coverage ranges from Sport Compact and Sedan to full-on Sports and Muscle Cars as well as strong coverage in SUV and truck applications up through 1-ton.

All benefit from the technology Roulunds has developed for use at the OEM level, adding a couple extra points of friction consistent with Baer's requirements. The Sport-Touring compound delivers an exceptional marriage of sharp onset and easily-modulated brake torque with virtually quiet operation. Composed of a ceramic matrix, the Roulund-produced, Baer-exclusive pads are both rotor friendly while producing the lowest dust for any high-friction pad Baer has found to date.

Packaged with all pertinent small hardware and priced similarly to that of OE pads with substantially less friction, the only question you need to ask is, "your pad or mine?" Baer Brake Systems, 3108 W. Thomas Rd. Suite 1201, Dept. SC, Phoenix, AZ 85017, 602-233-1411, www.baer.com.

Wilwood's Aluminum Master Cylinder

92/116

Wilwood's new Aluminum Tandem Master Cylinder features great looks and outstanding performance in a high-pressure die cast design that is lightweight and durable enough for competition.

Available in either 1.00" or 1.125" bore sizes to match the volume and pressure requirements of virtually every application; each master cylinder is configured with full separation between the front and rear reservoir chambers and fluid outlets. Pressure access is on both sides of the piston bore for right or left hand plumbing to ease installation in any mount location.

The mounting flange is slotted for easy bolt-on installation on many OE mounts, including Chrysler, Corvette, GM and Ford bolt patterns. The body also incorporates two through-hole mounts for side mounting to frame members.

A black anodized, machined billet aluminum cap retains a pressure balance between the chambers with a full bellows gasket for 100% sealing against moisture or fluid leakage. The features incorporated in this innovative design make it the perfect choice for a wide range of custom manual or power brake applications. You'll find more information available at Wilwood Engineering, 4700 Calle Bolero, Dept. SC, Camarillo, CA 93012, 805-388-1188, www.wilwood.com.

When "Bigger is Better" Gets Out of Hand...

93/116

Wheels for late-model truck and SUV applications keep getting bigger, and there is literally no end in site. Although eye-catching, these big hoops are increasingly at the center of consumer attention as they definitely compromise the brake performance even as they increase the bling appeal.

Baer's EradiSpeed-Plus-One upgrades for pickup and SUV applications provide a welcome and affordable answer to offset lost brake effectiveness. With all popular GM late-model 1/2-ton applications, as well as Ford F-150 2004-up, the ES+1 upgrades come complete with new caliper-anchor brackets, as well as oversized rotors (14" for GMT800, 15" GMT900 and F-150) and installation is easy; you don't even have to bleed the brakes.In independent testing, the GMT800 Escalade application equipped with 22" wheels improved 60-0 distance on an average of over 20 feet and over 80 feet from 90-mph. So if your modifications have overpowered your brakes... EradiSpeed-Plus-One can provide a "helping hand!" Baer Brake Systems, 3108 W. Thomas Rd. Suite 1201, Dept. SC, Phoenix, AZ 85017, 602-233-1411, www.baer.com.

More than just another "pretty face"...

94/116

Want to change the chore of replacing rotors into a chance to take your ride's visual impact up a notch? With all the hype about drilling versus slotting, it's no wonder you're not sure which will deliver what you're looking for.

Baer DecelaRotors(TM) give you not only the highest visual impact with both cross-drilling and slotting, but also offer a brilliant, rust-resistant, zinc-plated surface. As for the question of durability, only Baer DecelaRotors come with a 3-year warranty. Others point fingers at some products being a potential problem, but Baer puts its finger on the real issue and backs their product where others don't, won't or can't!

DecelaRotors are available at your local Performance Dealer or at an AutoZone near you. With 325 applications and more added each week, DecelaRotor can help you turn a chore into a simple pleasure. Baer Brake Systems, 3108 W. Thomas Rd. Suite 1201, Dept. SC, Phoenix, AZ 85017, 602-233-1411, www.baer.com.

For the show car enthusiast, fully polished calipers and directional drilled and slot pattern rotors will provide the ultimate finish to wheel, tire, and suspension detail. Check out the features in the four kit choices available for hot rod rear axles. FDL calipers are the newest and strongest in the class. Stress-flow forged billet bodies and a highly efficient radial transition design, are key elements contributing to the superior strength and efficiency of the FDL. This innovative caliper incorporates proven performance features from other Wilwood designs. FDL calipers generate high clamping force without deflection from four stainless steel pistons.Wilwood Engineering, 4700 Calle Bolero, Dept. SC, Camarillo, CA 93012, 805-388-1188, www.wilwood.com.

Wilwood Rear Parking Brake Kits

96/116

Wilwood's Rear Parking Brake Kits improve looks and braking performance on muscle cars and street rods. Available for the most popular solid rear axles, these kits are designed utilizing our "bolt-on brake kit" philosophy and incorporate an internal drum parking brake mechanism for a powerful park-brake function; all neatly concealed inside the rear rotor for a stylish, uncluttered look.

Each kit features forged billet 4-piston Dynalite calipers in a red, black, or polished finish. Rear rotors are available either solid or fully ventilated, with smooth-face or SRP Drill and Slot patterns. Included are Wilwood's revolutionary BP-10 Smart Pads, with high-torque performance without the noise and dusting of other "performance" brake pads.

Choose the kits and components preferred by top customizers and builders when designing their own creations; choose Wilwood. Find out more at www.wilwood.com

Coilover Shocks

97/116

VariShock's double-adjustable design (shown) is easier to tune: 256 different settings are attainable simply by rotating two fully accessible, 16-position knobs. All adjustments are made in seconds, without removing or unbolting the VariShock. One knob sets the bump range; the other sets rebound. Both knobs are laser-etched with directional arrows and "plus/minus" symbols that clearly indicate which direction achieves the desired adjustment. Additional arrows etched into the QuickSet 2's base reveal which knob sets bump, and which sets rebound. In the single adjustable QuickSet 1, 14 positions adjust bump and rebound. Repeatability is unprecedented! By controlling the quality of the components, assembling them in-house and dyno-testing every assembly, we can deliver a pair of VariShocks that perform virtually identically throughout the entire range of travel. The spherical-bearing eyes use a COM-8 1/2" bore x 1-1/8" wide high-misalignment bearing with a Teflon liner as standard. The eye has more clearance around the mounting brackets than any other design. The urethane end has up to 350% more urethane material than other brands, for superior load distribution, yet no less clearance around the eye. We use a premium urethane that has much higher load capacity for improved life than the poly bushings. Urethane ends are 11/4" wide and accept 1/2" bolts. A new-design, one-piece lower spring seat does not require a lock nut; it's locked in place by two balllocks that press into the grooves on the reservoir body and easily unlock for adjustment with an Allen wrench. Spring seats accept 2-1/2"-ID coil springs. Chris Alston Chassis Works, 8661 Younger Creek Dr., Dept. SC, Sacramento, CA 95828, 916-388-0288, www.cachassisworks.com.

DOUBLE ADJUSTABLE SHOCKS -576 POSSIBLE COMBINATIONS!

98/116

QA1 Motorsports offers its line of truly independent double adjustable shocks. Available now - the entire double adjustable line features 24 positions of compression adjustment and 24 positions of rebound adjustment, providing 576 possible combinations to maximize the performance of your vehicle! QA1's new double adjustable shocks are available for a variety of applications, including stock suspensions for 1955 - present American cars and light trucks, front coil-over conversions for GM Muscle Cars, Late Model Camaros and Firebirds, as well as a complete line of coil-overs for Hot Rods, Pro Street, Drag Race, and Back-Half cars.

This line of shocks from QA1 Motorsports offers a range of adjustability that has never before been possible! Throughout the adjustment range, count on evenly spaced valving changes, as well as complete independence of compression and rebound circuits - no more worrying about your compression changing when you're adjusting the rebound, and vice versa. The QA1 Motorsports double adjustable shock is for the most demanding performance vehicles on the drag strip, road course, and the street.

QA1 recently acquired Carrera Shocks to further expand its product offering, and is also the #1 manufacturer of rod ends and spherical bearings to motorsports. For additional information and your free catalog, visit QA1's website at www.qa1.net or call 800-721-7761.

MUSCLE CAR SHOCKS

99/116

Strange has been a suspension leader in racing for over forty years and has manufactured its own race and street coil-over shock for over ten years. Strange has applied its extensive shock knowledge to "bolt-in" shock applications- including GM. The externally (10-way) adjustable aluminum shock is highly responsive, consistent, and can be easily adjusted to adapt to slight changes in atmospheric conditions. Strange aluminum shocks work seamlessly with our "bolt-in" 9" rear end for GM applications. Contact Strange Engineering 847.663.1701 or www.strangeengineering.net.

Bilstein's industry leading mono-tube design provides superior tube strength while maximizing heat dissipation and shock life. The self-adjusting large diameter (up to 1.81") digressive piston instantly reacts and adjusts for any road.

Bilstein engineers and shock technicians spend endless hours designing and developing the proper valving. They then conduct extensive ride tests to ensure the vehicle handling characteristics are tuned exactly for the specific application. When it comes to overall ride and handling, no other shock manufacturer can match the degree of perfection that Bilstein has to offer. Bilstein high capacity mono-tube gas pressure shocks and struts are backed by a limited lifetime aftermarket warranty. Bilstein, 14102 Stowe Dr., Dept. SC, Poway, CA 92064, 858-386-5900, www.bilstein.com.

Rear Coil-Over Shocks

101/116

HEIDT'S now offers Rear Coil-Over Shock assemblies for many applications. They include shock assemblies with 5/8" hard chrome shafts, threaded outer sleeves and threaded lower spring seats for adjusting the ride height. They also include polished top cones. black urethane bushings set up for either 1/2" or 5/8" bolts. The shock bodies are available both black painted or show chrome plated, and are 10" compressed and 14-1/2" extended. Black powder coated or show chrome plated progressive wound springs in rates from 160 to 550 pounds per inch rating. Heidt's Hot Rod Shop, 111 Kerry Ln., Dept. SC, Wauconda, IL 60084, 1-800-841-8188. www.heidts.com.

Lowering Springs

102/116

THE BEST IN THE BEST! Improve handling without destroying ride quality with these progressive-rate lowering springs. Our springs will lower vehicle 1.25" in the front and the rear. Each set includes 4 springs. Installs in approximately 1-2 hours using basic hand tools and a spring compressor (requires adjustable panhard rod, re-aligning of axle and removal of your wheels: NOTE: You must provide your wheel lock key to your installer before installation). Fits '93'-'97 LT1 F-Body and '98-'02 LS1 F-Body. Will not fit V-6 models. Granatelli Motor Sports, 1000 Yarnell Pl., Dept. SC, Oxnard, CA 93033, 805-486-6644, www.GranatelliMotorSports.com

Bilstein Rod Shocks and NEW PermaStar(R) Coating Coilover Springs

103/116

Bilstein Rod Shocks feature independent compression and rebound valving custom tuned for each application, eliminating the hassle of manual adjustments. They're available in coilover or smooth body aluminum and steel body models for stock to fully custom applications,Bilstein coilover springs are now available with a new PermaStar(R) coating that provides a "chrome" appearance without the drawbacks of traditional chroming. This revolutionary coating process won't damage the spring rate or reduce spring life and will never rust. And it requires virtually no maintenance to keep its bright, shiny appearance.www.bilstein.com

"MAX G" MUSCLE CAR FRAME FROM ART MORRISON ENT.

104/116

Owners of Camaros, Chevelles, Novas, and the like can now enjoy the benefits of a state-of-the-art chassis, thanks to the "Max G" frame from Art Morrison Enterprises. Designed for use with "unibody" or full frame cars, the builder needs only to remove the OEM floor pan, then mount the body onto the "Max G" chassis (fabricating a new floor). It accommodates Corvette or AME's IFS control arms, coil-over shocks and a triangulated 4-bar rear suspension. This ground-hugging chassis features through-frame passageways for the exhaust system, which provides a lower CG and ample ground clearance. Steering is via an AGR power rack with choice of 15:1 or 20:1 ratios.. Each "Max G" chassis is CAD-engineered to your exact year/make/model vehicle and desired ride height. Call 800-929-7188 to find out about a "Max G" chassis for your ride.

Replacement mandrel bent frame rails of 1/8 " mild steel tubing hug the stock floor panels allowing installation with cutting out the center tank section. Inner fender wells and trunk extensions provide room for up to 15" wide wheels. This portion of the system is necessary for high horsepower drivetrain. Combine it with the subframe connectors and the roll cage system for a racecar like tube chassis. 21st Century Street Machines, 10620 Park Rd. Suite 102, Dept. SC, Charlotte, NC 28210, 704-541-7654

Eliminator II Rear Frames

106/116

These affordable rear-frame systems bring you all the advantages of our Eliminator II suspension in the economical "back-half" style. These rear frames make the perfect starting point for a higher-technology bracket car or the ultimate Pro Street vehicle. This frame is offered in three styles: 3x2"-box-rail style or two 1-5/8"- round-tube versions. For round-rail cars in which the driver's seat is far back in the body, up against the wheel tub, use Model 7130. In this frame, the 4-link front mount is even with the main hoop. For longer-wheelbase cars, which position the driver's seat considerably forward of the rear wheel tubs (6" to 12"), use Model 7131. In this frame, the 4-link front mounts attach to bent crossmembers that extend behind the main hoop. The 3x2"-box-rail version will fit most vehicles and is easier to install. All three frames require the use of a Chassisworks 14-point cage for the necessary rigidity and extra tubes to complete your frame. You will also need 7"-travel coil-overs. Chris Alston Chassis Works, 8661 Younger Creek Dr., Dept. SC, Sacramento, CA 95828, 916-388-0288, www.cachassisworks.com.

Frame Stubs

107/116

Some of our favorite Custom Rods have a frame that won't easily accept a modern independent front suspension. Fatman can come to the rescue with a line of over 160 different frame stubs designed specifically for each car. These have the critical radiator, sheet metal, and bumper mounts installed so that you don't have to figure out how to morph parts from the junkyard onto your frame. Hub to hub versions of these kits have polished stainless steel control arms standard, with options such as standard coil springs, coilovers, Airride, or Shockwaves. Power steering, sway bars, and different bolt pattern brake kits let you select the combination you prefer. They go in so easily that many installations are accomplished without removing the engine or front fenders! Get more info at Fatman Fabrications, Hwy 218, 8621-C Fairview Rd, Dept. SC, Charlotte, NC 28227 704-545-0369 www.fatmanfab.com

Sub-Frame Connectors

108/116

Install these sub-frame connectors and improve traction, handling and help eliminate squeaks, rattles and t-top water leaks. Round tubing is used because it is much stronger and lighter than square tube designs and it does not affect ground clearance. Each set includes a pair of sub-frame connectors (1.75" diameter, .134" wall mandrel bent steel tubing with precision welds, 3/16" mounting tabs and a durable powder coated finish. Installation takes 3-4 hours (welding required). May require grinding off of powder coating from mounting pads and disconnection of fuel lines prior to welding. Fits all '93-'02 F-Body, except convertibles which have factory integrated sub-frame connectors. Granatelli Motor Sports, 1000 Yarnell Pl., Dept. SC, Oxnard, CA 93033, 805-486-6644, www.GranatelliMotorSports.com

The Tri 5 Chevy Chassis With Independent Front & Rear Suspension

109/116

Kugel Komponents has been building and marketing independent front and rear suspensions for street rods for over 30 years. "We were the first on the block to offer brand new scratch build systems for hot rods" said Jerry Kugel. With the experience gained from building and testing various chassis combinations on any number of vehicles ranging from kit cars to race cars to hot rods to jeeps, Kugel Komponents is now offering a total chassis package for the '55-'56-'57 Chevy's. With the availability of reliable high horsepower engines, our customers are looking for the drivability and reliability of a pre-engineered chassis and engine combination. Everything on the chassis has been beefed up by increasing the size of the ball joints, bushings, brakes and sway bars. Now they can have the ride, comfort, handling and braking of a pro touring automobile. For info contact, Kugel Komponents, 451 Park Industrial Dr., Dept. SC, La Habra, CA 90631, 562-691-7006, www.kugelkomponents.com.

Slotted upper control arm inserts allow for adjustment of instant center for different drivetrain option. Use of eccentric bolts and washer for lower control arm allows for ease of adjustmenty of caster camber and alignment. Available with a quick ratio 15:1 rack or 20:1. 21st Century Street Machines, 10620 Park Rd. Suite 102, Dept. SC, Charlotte, NC 28210, 704-541-7654, www.21stcenturystreetmachines.com

Classic Camaro Subframes

112/116

You wanna build a G-machine with your '67-'69 Camaro but tire size and ground clearance are limited. Dropping some weight would be great, and the original front suspension design doesn't do a very good job of planting the tires either. Fatman's has designed complete replacement subframe, which provides vastly improved geometry, with approximately 2-inches more ground clearance at the front crossmember, a 2-inch overall narrower track width, and a super low stance. The unit bolts to the floor and cowl as original, and provides mount holes for the core support, bumper, and fuel and brake lines. We also include an adapter kit to allow use of your original '69-style disc brakes and hoses. Your original engine mounts will swap over. Tubular control arms, dropped spindles with brake adapters, rebuilt power rack and stainless steel hose kit, steering connection kit and sway bar are included. You'll want to plan on some light fabrication work on brake lines and steering hookup, but we've attempted to put together a very complete kit with all the little details needed to finish the job. Fatman Fabrications, Hwy. 218,8621-C, Fairview Rd., Dept. SC, Charlotte, NC 28227, (704) 545-0369, www.fatmanfab.com

Extreme Duty Front A-Arm Frame & Suspension Package - Mustang II Type

113/116

S&W Race Cars all new, extreme-duty, a-arm front frame & suspension package is specifically designed to withstand the loads applied by both heavy weight E.T. race cars and even the heaviest Pro/Streeter. Although similar in appearance to our popular "Pinto style" a-arm front, the differences are quite substantial. This frame features 2" x 3" mandrel formed frame rails made from heavy duty .120" wall tubing. All brackets are precision, waterjet cut from 3/16" steel. Also included in each package is a floor x-brace kit for added support. More support comes from a pair of front subframe supports, to tie into your roll cage and a pair of shock support tubes (not shown in photo). This frame package uses easy to find Mustang II spindles (not included) or S&W fabricated spindles, Mustang II rack & pinion and QA1 coil over shocks. Tubular a-arm packages are powder-coated for a durable and attractive finish. In addition to the weight savings, you get the benefits of a fully adjustable, "zero-bump-steer" front suspension with coil over shocks for the ultimate in adjustability and consistency. The rack and pinion steering eliminates the sloppy original steering box and offers added header clearance by moving all the steering components forward of the motor. This frame rail and crossmember package, features all brackets completely fixture welded to the frame rails, insuring proper alignment of all critical suspension mounts. The rack & pinion crossmember is cut to width and the floor support tubes are notched and cut for easy installation. Shipping these components separately makes the entire package UPS-able, saving you money on freight charges. S&W Race Cars, 11 Mennonite Church Rd., Dept. SC, Spring City, PA 19475, 1-800-523-3353, www.swracecars.com

When you throw your car into a corner does it feel like it wants to roll over and play dead? Neat trick for your dog... but not your car! To help you bring your car up to modern handing and performance levels, Air Ride Technologies has developed an entirely new product line. The "MuscleBar" sway bars are a completely new line of high performance sway bars specifically engineered for lowered cars and air suspensions. Increased bar diameters, polyurethane bushings, and appropriate attachment links all add up to a sway bar package that is designed to work correctly with your lowered car or truck and your aggressive driving style. For more information regarding Musclebar sway bars or any other Air Ride technologies product you can go on-line to www. ridetech.com or call them at 812-482-2932

After upgrading the suspension on the 1955 Chevy 210 last month, we thought we should go the extra mile by complementing its new modern-day suspension setup with an added front and rear sway bars with polyurethane bushings. - Super Chevy Magazine » Read More